I'm guessing that they are measuring the A\F ratio when they tune these systems on a modified engine?

It would make sense to have a copy \paste program for a stock engine, but what about different compression and cam profiles? What is the limit of the software and injectors?

Can you purchase the software and do the tuning yourself?

I mentioned the EFI system in wet environments, my boat is garage kept and stays clean. I had a bad experience with a fuel injected Suzuki Kingquad 700. This was the first year they released fuel injection on that model.

I believe a quality system can withstand the environments we expose them too. I guess what would be nice is to have a few guys keep the forum updated on the reliability of the EFI systems, and if they see a change to make, suggest it to GT and PD to continually improve the quality of the system. We all know that no one wants to get stranded on the water, and I'm sure MOST would do things to prevent it if possible.

I just dropped off my boat to GT to have a few things changed, i held off on EFI to give some time for things to be changed and improved. We all know that they are constantly refining parts on these mm units. I'm very curious to see how this goes.

How bout that.....

Tank sorry, but the reason i started the topic was to get some technical information about the tuning.

What is the desired A/F ratio on these engines?

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How can PD have over 150 EFIs installed, but 6 came back out of a 100. What happened to the other 50?

There still on that long ass waiting list they got


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There trying to figr out there payment plans for the 2100$ royal fukn there about to recieve


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And not one of my inquiries were answered.

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I'm curious myself, a lot of stuff changes when u do aftermarket internals, u mess that up and that's a lot of money u pissed away for a 1900 EFI system


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AFR Is determined by your fuel, not by your engine. Stoich for gasoline is 14.7:1. In tuning naturally aspirated fuel injected engines I shoot for 12.8-13.0 AFR on max effort situations. Forced induction and nitrous, I shoot for in the neighborhood of 11.4... Timing has a lot to do with this as well. There's a ton of variables that go into this but that's the extreme shorthand version.

FYI, you will NOT get a true reading with an oscillating narrow band O2 sensor that just spits out Mv. You need a heated wideband sensor to get a true consistent reading. I'm not sure what these come with, I'm not familiar with how theyre set up but if I had to guess it runs off a narrowband. Easiest way to tell, a narrow band will have two wires, wideband will have more than two, typically 5.

From what I understand they have 2 tunes. One for a stock engine and one with the Illowa narine stage 1 (which is I believe heads and exhaust but not 100% sure on that)












SETx you act like you may have tuned a vehicle or 2 in your day lol

I used HP Tuners a good bit years ago... Thinking about EFI Live when my truck hits 100k

Are you the same BradS from performancetrucks.net??

Yes, I've tuned um, several.... Hundred lol... I have both HPT and EFILive. I Use different software for different vehicles and setups. I have kinda gotten away from the track in the past yr or so but I still mess with a little here and there. After I sold my turbo'd ext cab I kinda got out of that crowd. That's an expensive damn hobby.

I use EFI live for my Chevy, SCT for my lightning, i was just curious about what the target was for a Briggs V-twin.

I'm thinking about buying a used GTR and building it up on the side, doing a PVT block with EFI, i just wanted to see if the software they use now has some cushion for adjustments.


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Anything othe than stock tuning I see some motors cratering because of a kisses target onthe EFI.

Marsh I also ran SCT on my lightning, it was nasty with a 4lb lower and stiegemeir stage 4 porting


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Well i well talk more with GT when i go pick up my body. But I'm afraid their info will be limited.


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Boat*

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Take a little drive over to PD, I'm sure Dewayne would talk to you about it, he's a real nice guy.

Kisses=missed on my last comment

They may not be to limited as I have talked to Hoyt in troubleshooting some EFI systems on the Subaru 25 and he was very knowledgeable about them. Maybe he is up to speed on the 35 Briggs, they know more than anyone thinks about what is going on with this EFI stuff


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Obviously we are limited to the Briggs 35 as a starting platform to work with.

Finding an alternative would be nice, meaning either a liquid cooled single cylinder or v-twin that makes roughly 50-55 hp would be something I think allot of us would like. I'm sure eventually either the MM manufacturers or Briggs themselves will have a more powerful option.

I will most likely have something built by the end of the summer, and obviously I will keep everyone updated. I already talked to Bubba about getting another boat, so I'll be going with a smaller, lighter hull on the next venture.

Diesels ignite the fuel with simply the compression in most cases. Glow plug is just for the first ignition.

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Compression in MOST cases!! Glow Plugs in other cases!!!

What do you think the compression PSI is to ignite Diesel Fuel in a diesel combustion chamber?

Also what is the compression PSI in the diesel combustion chamber WITH grow plugs?

Why do some Diesel engine have grow plugs and other Diesel engines don't have grow plugs?

Does Gasoline or Diesel engines know if they are running on a EFI system?

EFI = ELECTRONIC FUEL INJECTION

Lol waiting for swampnuts to get some of this! Maybe STT you can teach him something about EFI and Diesel engines!

It's pretty funny how they stop the talk when stop the talk is talking lmao

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