Flickering blue light ?

[Richard L]

you must not allow the bars go beyond 6 bars. Once the failsafe triggers, the boost will reduce and the B light will go blink. Try reading the user manual. Learn the set up the system yourself.

[jondee86]

That test is with the FIDC linkde as you requested. Without the link the bars
do not even reach six and none of the failsafe/warning lights are activated.

The flickering of the blue light that I refer to occurs just at the onset of boost
and before even the first bar (LHS) is lit. As boost increases the flickering stops
the "B" light turns on solid and the bars will be lit progressively until 4 bars (or
sometimes 5 briefly) are lit. In all other respects the system appears to be
operating as expected.

Cheers... jondee86

[Richard L]

Lets go a bit further, what is the fuel injector size and the power of the engine. In other word, are you using the full capacity of the fuel injector?
... Also the water jets size, if is quite small, you may need to change the flow table.

[jondee86]

Injectors are RC SL9-550cc/min and hit 80%IDC at fuel cut. The engine
boosts to 200kPa(abs) and is above 170kPa from around 4000rpm to
8000rpm. According to my logs the flowmeter is showing slightly higher
peak flow now than it was with the previous 440cc/min injectors. This is
most likely because the engine iis still running rich at WOT as I have not
yet trimmed back fuel flow to compensate for the added W-M spray.

I will need to check my nozzle selection, as the 380cc/min FAV restrictor
may have reached its limit. The figures I listed above look as if flow is no
longer following IDC at higher rpm's.

Cheers... jondee86

[jondee86]

I have recalculated my nozzle selection based on the larger injectors and
the resulting slightly lower IDC at redline. The current combination of
1 x 0.7 + 1 x 0.4B should deliver a W/M to fuel ratio of 17%. This is a bit
less than the target of 20% that I use on account of running without an
intercooler. If I change the 0.4B for a 0.5 nozzle, the ratio would improve
to 21% and I can trim that as required with the GAIN control.

With the 0.7 + 0.5 combination, the estimated W/M flow rate into the
engine will be ~365cc/min @ 80% IDC. This is still within the 380cc/min
flow rating of the 0.5 FAV restrictor. How close is too close ??

I expect to be able to use a THRES value of 18% as due to improvements
to the s/c bypass, the engine now runs cooler than it did a year ago

Regards... jondee86

[jondee86]

Just a thought and I don't know if it is relevant. But prior to installing the
larger injectors I was providing a PWM signal that mimiced IDC from an aux
output on my ECU. I changed this to a direct IDC pickup from an injector
negative because I needed the aux output for another purpose.

Thus there will now be a back EMF spike reaching the HFS-3 controller that
was not present previously. Could this cause the light to flicker before IDC
reaches the trigger point for W/M injection ??

Cheers... jondee86

[Richard L]

Originally Posted by jondee86

Just a thought and I don't know if it is relevant. But prior to installing the
larger injectors I was providing a PWM signal that mimiced IDC from an aux
output on my ECU. I changed this to a direct IDC pickup from an injector
negative because I needed the aux output for another purpose.

Thus there will now be a back EMF spike reaching the HFS-3 controller that
was not present previously. Could this cause the light to flicker before IDC
reaches the trigger point for W/M injection ??

Cheers... jondee86

I think it is the frequency change. HFS3 is much happier if the PWM frequency is above 80Hz. the duty update for a multi-point sequential fuel signal is quite slow. Perhaps this is the issue all along.

[Richard L]

I think removing the restrictor is essential.

[jondee86]

Originally Posted by Richard L

I think removing the restrictor is essential.

Good call I changed the 0.5 to a 0.7 restrictor and straight away I could
see more bars lighting up on a trip to the mall. So the 0.5 was definitely
holding back some flow. I will need to make a log to see what impact this
has on W/M flow into the engine. Then I can decide if I need to change the
nozzle size.

Changing back to using a PWM signal from the ECU would mean changing
back from full sequential ignition to wasted spark to free up an AUX output.
I'd rather not do that if the flickering light is not causing any harm to the
controller.

Cheers... jondee86

[Richard L]

No more spare PWM outputs?