Next project for the Rebel is swapping out stock injectors for other types, tuning the engine management functions and seeing
what comes from doing so.

If you have read my post on team forum related to C5 injector sizes, you see for whatever reason the MYs 99 and 00s use a smaller injector then newer or older C5s.

Thus the Rebel's injectors are 26.4 lbs/hr

Being the PCM monitoring has told me with the mods the Rebel has the long term fuel trim was 8 percent too lean.

I used a MAF translator to solve that and is a good way to do air/fuel table issues, this new project will look at another way of solving the problem that also could have more positive end results.

My first shot is replacing stock injectors with FORD SVO 30 lbs/hr but because the way G.M's fuel system
operates these injectors will be more like 36 lbs/hr.

The PCM of course will not know the injectors are larger and maintain the same pulse width but the injectors of course will be spraying fatter, thus be richer which should correct the too lean condition, plus since it is richer, the PCM will change the timing.
Hopefully if my thinking is correct the timing change will be a positive to overall performance.

Remember the big drag shoot-out at Sears Point on the 4th of July !

I received the SVO injectors and have installed them.

You can see what the install looked like here>

http://teamzr1.com/injector/injector.html

Now I will start tuning the air / fuel tables and begin testing.

Now tuning the larger injectors using the MAFT.

LTFT and WOT setting now about correct but too much engine knock causing tining to be retarded.

Review the results and give your ideas on how to cure the KR issue

http://teamzr1.com/20perkr.html

Continued testing and now having WOT timing about correct and reduced some of the false knock.

http://teamzr1.com/2010avg.html

This put timing at about 27 degrees at WOT which is much better then the 18-22 degrees seen last week with the setting the MAFT was then

[ 07-08-2001: Message edited by: teamzr1 ]

Now have the WOT timing to 30 degrees.
In fooling the PCM as to IAT was enough to bump the timing up 3 more degrees.

Results of IAT/timing trickery :

http://teamzr1.com/iatbpwot.html

I am going to need a scan of the pcm so that my knocks and ltft's can be determined. I used a bad grade of gas last dyno and that may have reflected the knock count.

George