Official TVS Thread!!!
08-29-2012, 11:09 PM
#1701
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i had zero problems with my built motor and id1k's. 
then again, i was the test car for the rest of the population for these things. if the o-ring on the base of the injector, {on the stainless part} is too small, you will have an issue.
then again, i was the test car for the rest of the population for these things. if the o-ring on the base of the injector, {on the stainless part} is too small, you will have an issue.
08-30-2012, 02:15 AM
#1702
I ran the id1k's for over a year on some hacked up scalings I made based on the 79# scaling last year (Area you might remember pointing me in the right direction in a PM 2 winters ago.) It wasnt until I used the scalings from Paul Yaw that I had the idle issues. I could switch back to my old maps and the car would idle like a dream, then switch back to the new and it would pull timing and idle up. The car certainly ran MUCH better on Pauls scalings, but the idle annoyed me. Figured out that setting the TB scaler to 4000 or above cured the overspeed. Not 3999, but right at 4000 it disabled it it seemed. Car ran smooth, I added timing to coastdown, changed DFCO settings, called it good enough lol Im lazy 
08-30-2012, 09:58 AM
#1703
john i did a smoke test, along with the carb check, so if i had a leak i would have found it by now.
also did her first compression test. Cyl 1#220 cyl 2#218 cyl 3#219 and cyl 4# 222. This is at 300 miles
that will rule out a timing issue although i checked that before i put everything back together, and uve got to be a dumb ass to not be able to time this motor
also did her first compression test. Cyl 1#220 cyl 2#218 cyl 3#219 and cyl 4# 222. This is at 300 miles
that will rule out a timing issue although i checked that before i put everything back together, and uve got to be a dumb ass to not be able to time this motor
08-30-2012, 10:41 AM
#1704
john i did a smoke test, along with the carb check, so if i had a leak i would have found it by now.
also did her first compression test. Cyl 1#220 cyl 2#218 cyl 3#219 and cyl 4# 222. This is at 300 miles
that will rule out a timing issue although i checked that before i put everything back together, and uve got to be a dumb ass to not be able to time this motor
also did her first compression test. Cyl 1#220 cyl 2#218 cyl 3#219 and cyl 4# 222. This is at 300 miles
that will rule out a timing issue although i checked that before i put everything back together, and uve got to be a dumb ass to not be able to time this motor
08-30-2012, 11:31 AM
#1705
Oring issue is fine on the injectors. I even doubled the orings on the base so it wasn't an issue. It's just tuning them to idle right now. The car wont cut off but on an abrupt stop idle will hunt a bit before she smooths out again. Joe has found some insight into tuning our dumb ass computer with tables we cannot use or arent there. That's why everyone is resorting to the scaler for idle. Shell idle perfect when done.
08-30-2012, 11:35 AM
#1707
I ran the id1k's for over a year on some hacked up scalings I made based on the 79# scaling last year (Area you might remember pointing me in the right direction in a PM 2 winters ago.) It wasnt until I used the scalings from Paul Yaw that I had the idle issues. I could switch back to my old maps and the car would idle like a dream, then switch back to the new and it would pull timing and idle up. The car certainly ran MUCH better on Pauls scalings, but the idle annoyed me. Figured out that setting the TB scaler to 4000 or above cured the overspeed. Not 3999, but right at 4000 it disabled it it seemed. Car ran smooth, I added timing to coastdown, changed DFCO settings, called it good enough lol Im lazy
U also weren't running cams at that point either
Last edited by zrated89; 08-30-2012 at 11:35 AM. Reason: Automerged Doublepost
08-30-2012, 11:48 AM
#1708
Well help please lol
Every other gm pcm has integral AND derivative idle controls which would be amazing for us.
I've ran my scalar clear up to 6500 before with hardly any difference.
Every other gm pcm has integral AND derivative idle controls which would be amazing for us.
I've ran my scalar clear up to 6500 before with hardly any difference.
08-30-2012, 12:12 PM
#1709
Meanwhile, I can get my 80s to idle like this.
80s Idle - YouTube
And 98# injectors are supposed to idle so much better then 80s...
08-30-2012, 12:43 PM
#1710
My 80s idled like butter as well. A lot has changed in my setup not just the idc 1000s. Not claiming to no it all just think its funny everyone believes they need a brfs or a return setup that is not the case. If i were an 05 with a weaker pump I'd be worried but im not
08-30-2012, 12:46 PM
#1711
An they are supposed to be easier to get to idle due to the pulse width flooring not the injectors themselves. My issue is now even at idle my car is flowing much more cfms than the old setup. We need to tune for that but considering ee dont have advanced computers with more tables available well have ti tune around it with what limited tables we can change
08-30-2012, 01:09 PM
#1712
My point is...it would be easier to get them to idle better by lowering your FP at idle. It has nothing to do with the year of your pump and how much fuel it can supply.
I think its funny how everyone is rushing to 98# injectors when they are not necessary. You should got a RSFS and kept your 80s.
But I know it sounds cool to have injectors measured in CCs since the past 8 years this platform has been using pounds like a bunch of dopes.
I think its funny how everyone is rushing to 98# injectors when they are not necessary. You should got a RSFS and kept your 80s.
But I know it sounds cool to have injectors measured in CCs since the past 8 years this platform has been using pounds like a bunch of dopes.
08-30-2012, 01:16 PM
#1713
We've also considered doing that as well. If we can't get them to idle the way they should, then ill go that route. Only reason i really went with the 1000s is i got a killer deal on them. And on my old setup with meth my idc was already pretty high
08-30-2012, 02:14 PM
#1714
I went with the 1000's because i know i had big plans, and there were ppl maxing out the 80's already.
Yes you could just keep cranking up the pressure, but that would negate the benefit of low pressure at idle.
Plus, injectors can only operate correctly up to a certain pressure. Not sure what that limit is on the 80's but id's can take up to lmost 100 iirc.
Having a base at 43ish and dropping lower in vac helps the
Idle, and at that base i hit idc's in the low 80's on a cool day.
Yes you could just keep cranking up the pressure, but that would negate the benefit of low pressure at idle.
Plus, injectors can only operate correctly up to a certain pressure. Not sure what that limit is on the 80's but id's can take up to lmost 100 iirc.
Having a base at 43ish and dropping lower in vac helps the
Idle, and at that base i hit idc's in the low 80's on a cool day.
08-30-2012, 03:15 PM
#1716
But it should be noted that on ZZP first 2.3L stroker where they made 357whp? they were running 60# injectors with FP around 75psi at WOT. So displacement aside, power can be made by cranking up the FP.
08-30-2012, 11:33 PM
#1719
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i had the gm blue printed cams. not 100% stock. just close enough for scca.
i ran the 98's before i did the fuel system. it's not like i can't get a cammed 98lb inj car to idle and act fine. i have been down that road before.
increasing the scaler is not the answer. since hpt doesn't want to give you more lsj tables. or the much needed one like the base idle airflow tables. you wouldn't be having this massive problem with big injectors, or cams.
just an fyi. you will be out of pump here very very shortly.
i ran the 98's before i did the fuel system. it's not like i can't get a cammed 98lb inj car to idle and act fine. i have been down that road before.
increasing the scaler is not the answer. since hpt doesn't want to give you more lsj tables. or the much needed one like the base idle airflow tables. you wouldn't be having this massive problem with big injectors, or cams.
just an fyi. you will be out of pump here very very shortly.
08-31-2012, 02:09 AM
#1720
i had the gm blue printed cams. not 100% stock. just close enough for scca.
i ran the 98's before i did the fuel system. it's not like i can't get a cammed 98lb inj car to idle and act fine. i have been down that road before.
increasing the scaler is not the answer. since hpt doesn't want to give you more lsj tables. or the much needed one like the base idle airflow tables. you wouldn't be having this massive problem with big injectors, or cams.
just an fyi. you will be out of pump here very very shortly.
i ran the 98's before i did the fuel system. it's not like i can't get a cammed 98lb inj car to idle and act fine. i have been down that road before.
increasing the scaler is not the answer. since hpt doesn't want to give you more lsj tables. or the much needed one like the base idle airflow tables. you wouldn't be having this massive problem with big injectors, or cams.
just an fyi. you will be out of pump here very very shortly.
08-31-2012, 09:40 AM
#1722
i had the gm blue printed cams. not 100% stock. just close enough for scca.
i ran the 98's before i did the fuel system. it's not like i can't get a cammed 98lb inj car to idle and act fine. i have been down that road before.
increasing the scaler is not the answer. since hpt doesn't want to give you more lsj tables. or the much needed one like the base idle airflow tables. you wouldn't be having this massive problem with big injectors, or cams.
just an fyi. you will be out of pump here very very shortly.
i ran the 98's before i did the fuel system. it's not like i can't get a cammed 98lb inj car to idle and act fine. i have been down that road before.
increasing the scaler is not the answer. since hpt doesn't want to give you more lsj tables. or the much needed one like the base idle airflow tables. you wouldn't be having this massive problem with big injectors, or cams.
just an fyi. you will be out of pump here very very shortly.
