Because the Fi2000R functions strictly "downstream" of the ECU, which has already looked at the TPS (and other sensors) and made its fuel-requirement determinations. The Fi2000R can only ADD fuel to the ECU call-out, not reduce it. The design assumption was that the stock (Honda) settings would be, in all modes, lean of ideal (to meet EPA requirements) and therefore, you're going to have to add fuel to enhance performance at all points in the powerband. Make sense?
Yes it does thanks. In that regards, is the PCV better at managing fuel?
Better? I'm not sure that I'm qualified to answer that question, since I don't have the PCV. But, from the literature and all the forum postings relating to the PCV, I gather that, with a computer and a USB cable, you can go in and virtually re-write the whole fuel allocation map, from too lean to too rich, IF YOU KNOW WHAT YOU'RE DOING. In reality, it seems that most of the guys end up downloading an online custom map, which may or may not be available for your particular set-up, or they buy expensive dyno time and hope that the "dyno guru's" can get it right.
Some do, and others just plug it. Bottom line; if you go to after-market pipes and don't functionally eliminate your PAIR Valve, YOU WILL GET POPPING. Now, having said that, you should understand that there can be two primary sources of "popping". One, the PAIR Valve circuit, we've already discussed, which injects fresh air into the exhaust port in an effort to burn any fuel left over from the normal combustion process. The other, called "Reversion", is caused by fresh air being sucked back up the tail-pipe, combining with the hot, "left-over", unburnt fuel and igniting, producing a "pop". Shorter, almost "straight-pipes" are particularly susceptible to this effect. With some pipes, you'll never completely eliminate some popping.
Nice summary to them Gar. I didnt know the Fi2000 pulled manifold Pressure and intake temp though, thought it was just a step on the fuel distribution based on the pot's positioning kinda where its X- amount more with pot 1 and 3 adjustment and an exponential increase based on RPM for 2nd pot.
Elementary, my dear Watson; it simply adds milli-seconds to whatever comes down the line. The MAP, IAT or TPS inputs have already been sensed, interpolated and plotted by the ECU. So you're saying that the Power Commander can't go negative from the baseline ECU map? Interesting.........
Nahh the PCV in that reguard would do the same thing if your basing it off that. Based on %throttle and RPM, it increases the stock fuel flow by whatever % increase or decrease. only way you could eliminate any of the stock pulses data which are dictated by manifold pressure, engine temp,... would be to have a timer based fuel injection that is added completely aftermarket and would eliminate the ECU. (the flow of data would be like: stock injector pulses +throttle % = rev data --> rev data is compared with % throttle to add/decrease pulse width altering fuel)
Ya, you lent it to me, 'member? And I ain't givin' it back, 'cause I'll need it to adjust that big, slobbering AMAL SMOOTH-BORE GP that I'm mounting on my Fury. To Hell with all this high-falootin' EFI bullshit, I'm goin' back to basics! Now what did I do with those spare Metering-Pin Clips that I was savin'............?Anybody seen my idle air adjusting tool ??
its easy.just jerk that efi crap off and stick a 500 holley on it.lol
