I also had issues with my pigtails not staying fully connected with the Mustang injectors. I ended up hard wiring them into the car and they have been fine since then.

 

Is it safe to assume that these would cure my annoying NB1 return-less hot restart lean idle? I'm getting real sick of having to rev the engine and slip my clutch to pull out of the male strip club's parking lot.

 

I doubt these will cure your hor restart lean condition. I still have the same issue with these installed, just like I had with factory 1.8 injectors and RX7 injectors. The change in dead time when the injectors get hot still messes with them. I am looking at adding some kind of fuel rail temperature measurement so that the MS can richen the hot restart idle untill the injectors and fuel return back to normal operating temps.

You might want to do some research on the hot idle issue. Lots op people seem to still struggle with it.

 

The majority of solutions involve huge amounts of WUE or ASE. 18psi seems to swear by ID1ks,and others seem to have just gone with converting to a return style system, which is probably what I'll end up doing.

 

Where is your IAT sensor mounted? You may be dealing with a heatsoaked IAT on restart rather than heatsoaked injectors/fuel system. Moving mine from next to the throttle body to next to the air filter helped dramatically with restarts. If you are boosted, an even better location is post intercooler under the bumper or nose, completely outside the engine compartment.

 

My IAT hangs out in the air box (stock). I'll occasionally see it reach 90+ in 50 degree weather, so I know I need to do something about it, but I'm not sure it's the only issue.

 

You need to spend more time at the strip club so that the engine is cold when you leave.

--Ian

 

This was never the issue, at least for me.
It was always hot fuel/injectors, never the AIT.
I've not experienced hot restart with ID1k's. They were fine.
I am currently experiencing hot restart on the OEM NB2 injectors. Its not too bad though, on the current car/setup, and I know it's not AIT related.

 

Dead time stuff:

 

Flow rate stuff

Mean flow rate: 611cc/min
Standard deviation: 5.3cc/min

 

Props...good info

 

Awesome. Good info.

 

*sigh* Time for a retune with these deadtimes. I hate you. But I love you.

 

What is everyone running for an AFR target table?

 

My wideband reads about .2AFR richer then TS shows, so I have my AFR table adjusted accordingly.

 

So you trust the gauge over the TS reading?

 

I trust both my AEM UEGO gauge and MXT-L gauge over what TS reads. I could spend more time getting my AFR table calibration perfect, but I am lazy.

 

Lars: Looks like Scotts old street tune. Quite lean (even with the 0.2 subtracted). Others will likely come in with 13.5 at 85 kPa and 12.5 at 100 kPa. From my research of previous MT AFR threads, I don't see consensus. I have run one that looks like Lars' and one (presently) that looks like the rich ones. Very little change in MPG or performance that I can tell based on NON-SCIENTIFIC "research".

Lars, why don't you just adjust the WB02 calibration in your MS and make them read the same?

 

It is Scotts old street tune AFR map. I am running a MSQ he made on my 97. I should compare it to what I run on my 94. I have adjusted the WB02 calibration a bit, I got it reasonably close and sort of said **** it because I am lazy. I run 1 MS3x in 2 of my cars, it just gets swapped back and forth depending on which one I am driving. the 94 runs a MXT-L and the 97 runs a UEGO. So next time I do the swap I will probably work on getting the calibration a bit better.

 

Here is the lean group: Lean Team

More of a mix, many liking rich: Both Sides Presented