Injector Batching
 

Hi Guys - longtime lurker, first time poster..

So, I'm nearly complete. My test tuning run didn't go so well because I'm a dumbass and blindly followed a wiring map that put both the 5V reference and signal for the TPS on the same line - which lead to the stock ECU giving fits while it retained idle control.

So I've got 2 questions to pose - I've got a 96 with a JRSC, alot of shared sensors running msnse. I'm still not quite sure how to pair the injectors up. I've read 1+3, 2+4 - which I ran in my original tuning run that didn't seem to go too well (though granted that could be from the TPS). It seems that 1+4, 2+3 would work, as the paired cylinder would be on the exhaust stroke and passing (wasting) fuel through the cylinder - or 1+2, 3+4 as the squirt would be timed with a closed intake valve and the excess would pass to the closest open intake valve.

I imagine I'm missing something here. I seek enlightenment.

Also - I'm looking to run 440cc low impedance (they were the right price - free) injectors that should be plug-compatible with the stock harness, once I shave off a tab (from a mk-iii na supra). Setting the MS to PWM should be sufficient, or is there something that I'm missing that would necessitate getting the ballast resistors?

2/4 & 1/3; make sure the outputs arent reversed....

with good grounds, the PWM should work, but apparently I couldn't find any good enough, and I had to use resistors with my DSM injectors. if you get tach problems, that's probably the cause.

STOP.CREATING.MULTIPLE.LOGINS

or this will indeed be your last. You do NOT need 3 fucking accounts.

:rofl::owned:

no intention of creating another, as long as I can keep just one :)

What's the advantage of 1/3 and 2/4 pairings?

just to clarify - that's injA (pins 32, 33 on the db37 connector) on 2,4 and inj B (34, 35) on 1,3?

The factory did it that way on the 1.6. They may have found some sort of drivability advantage there - or they may have just flipped a coin.