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#1
Thu, January 28th, 2010, 10:51 PM
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 <---- thats a good one, thats what I am like everytime I think about this stuff. If you use the PW Multiplier, it appears you can only reduce PW about 1ms at operating temps. Is that enough? Or is that value not MS? More like PW X 1.5 or whatever? 
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#2
Thu, January 28th, 2010, 10:58 PM
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It's a multiplier.
It "basically" takes the desired PW for a given ICP/MFD (in the pulse width map) and multiplies it by the value in the multiplier. So by all rights, you can either jack up the values in the straight pulse width map to reflect what you want the PW to be for a given MFD/ICP that is not based on EOT so you can really churn out the powah upon first startup on a -10F day........ OR You can calculate (within fairly close reason) what the actual PW will be if you do some math. The PW multiplier map allows injection pulse width changes based on EOT instead of just allowing a ton of fuel while the engine is cold.
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Tuning, PCM flashing, and burning chips for 7.3s since 2008. Repairing all aspects of 7.3L Powerstrokes for 25 years. Eight 7.3L PSDs in the driveway including a 1994 Crown Vic and 1973 F100/2002 F350. Looking for the next victim.
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#3
Thu, January 28th, 2010, 11:04 PM
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So to simplify things a guy could change the PW map to get desired results on a warm engine, then do a little math and apply those changes to the multiplier map? Or would it be just as easy to do this with the multiplier?
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#4
Thu, January 28th, 2010, 11:09 PM
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You know, for aftermarket injectors that flow significantly different from stock (especially those with larger nozzles) that's probably the direction I would take. Either that or just leave the multiplier map alone and just drive normal until the engine is warm. The base PW map should be changed anyway for large injectors just to get the idle right.
__________________
Tuning, PCM flashing, and burning chips for 7.3s since 2008. Repairing all aspects of 7.3L Powerstrokes for 25 years. Eight 7.3L PSDs in the driveway including a 1994 Crown Vic and 1973 F100/2002 F350. Looking for the next victim.
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#6
Thu, January 28th, 2010, 11:25 PM
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Well, in it's stock form, the "adder" becomes a "subtractor" to cut back pulse width at high boost levels. "Defueling" anyone?
It starts cutting .1 (I assume ms) at 14.5 PSI at 1400 RPM. At max, it cuts .7 ms (again assuming) at 23.2 PSI at 2600 RPM. Some tuning changes that all to "0" so no fuel subtracting is taking place.
__________________
Tuning, PCM flashing, and burning chips for 7.3s since 2008. Repairing all aspects of 7.3L Powerstrokes for 25 years. Eight 7.3L PSDs in the driveway including a 1994 Crown Vic and 1973 F100/2002 F350. Looking for the next victim.
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