My 97 GSX is in need of a crank position sensor and I am trying to decide if I should just make the jump to a 1g cam angle sensor now to avoid having to take off the lower timing cover or if I should just risk it on an aftermarket 2G CPS and stay with my 2g CAS?
Has anyone here made the swap and are there any benefits other than being able to change base timing?
Anybody know of any cool DSM or Mitsu horn buttons that fit?
Looking for general advice while tuning. I plan on switching to e85 soon anyways but just looking to enjoy the car in stages before I do. I searched the forums and most posts were very old so I want to make sure I have up to date info. Thanks for your input.
93 octane
97 GSX stock 7 bolt internals fully rebuilt ~30k miles ago
Arp head studs, cometic mls head gasket
Borg warner 7163 efr (rebuilt indy car turbo)
Custom tubular top mount manifold
Cxracing front mount w/ 2.5 pipe
Full 3in downpipe no cat hks exhaust
Fic 1150s, DW340 pump DW regulator @ 44psi
AFR ~10.5-11.0 when wide open
In the south so summer can be 80-90F and humid!
I am seeing anywhere from 18-22psi so would I be crazy to try and run 20 in a street car for weekend cruising and occasional rips at the track?
Most I have seen so far is 17 and hit fuel cut before swapping the injectors.
Car is a 1997 GSX with a 1995 EPROM ecu running ECMLink v3 most recent update. Cam sensor box checked in link and firing order changed for the 95 ecu. Still on stock MAF for now, I want to get as much of this figured out as I can before going to SD.
One of the first things I did in link was wire in my AEM UEGO AFR gauge (30-0300 with Bosch LSU 4.9 sensor) and enabled NBO2 sim with switch point set to 3.10v per the AEM installation instructions. On the ECU Inputs I am logging it as the built-in "AEM Inline Wideband UEGO" option from the dropdown (comes up as 30-2310 in link, but this part number uses the same sensor as mine so it should be good correct?) There are some times when the AEM gauge reading itself does not match exactly what is being logged in link so that worries me, but for the most part it is accurate. Please see idle log linked below for more info if needed. I copied the evo 8 fuel tables and disabled the min oct tables since I only ever run 93.
https://drive.google.com/file/d/15erLNaeFGFv_GOtGnZonAd16_bDrOjZl/view?usp=drive_link
After 1-2 years driving it like that, I finally swapped my stock 450cc injectors for a set of new FIC 1150/1200cc injectors I have had for a while waiting until I had time to swap them. Resistor pack is deleted and delete plug in its place. I used the fuel calculation in link, set size to 1170 per the data sheet sent with my injectors (see image 1 for reference). Fuel pressure at 43.9 (closest I could get my AFPR to 43.5) and it gave me -62.1% global. I went into direct access and set the InjBatteryAdj per the info on the spec sheet as well (see image 2). I had to use an online extrapolator tool to guess the data points at 7, 9 and 19v since they are not provided on the FIC data sheet. My guess is that these are close enough but please double check me if they look crazy.
Then with my MAF Comp sliders set back to 0, I let the car warm up and idle and adjusted the global deadtime in the fuel tab until my Combined FT was as close to 0 as possible +/-5%. Please let me know if this process is incorrect. Global deadtime ended up around 150usec even though on the ECMLink wiki is says it should be around 330usec for this set of injectors. I figured the difference was just in injector variations and InjBatteryAdj settings. I then started cruising and logging further up into the MAF hz range to continue filling out my MAF Comp table. This is when the random missfire came back. I am starting to think it is completely unrelated to the tune but wanted a second opinion before I drive myself crazy trying to diag.