Thanks. I did watch a bunch of vids so all that helps. Yours too.
I have an 8 station bench but it needs a little work. Maybe I can get something going a little later this week. Wouldn't hurt to verify my earlier flow numbers, and do the test at different pulse rates and I can see where battery correction could help. If I have to pull all the injectors I might as well test them all at once. I can run a hose and wires from the car.
Below is a pretty good scope trace I think. The waveforms look a lot like what I saw in the vids. Based on the two blips the injector is physically open for 2.5ms I think? (Based on the distance between the blip on the current trace and the blip on the voltage trace and depending on where on the blip you count from) It would seem to indicate 1.0 or 1.1ms DT, but I noticed that the DT measured with the "blip" method may be longer than that calculated from the flow graph. Does this seem consistent? I noticed also that DT is dependent on battery voltage and fuel rail pressure.
IMAG003.BMP
According to my datalogs at smooth idle my injector PW is about 3.7, which subtracting the DT setting of 1ms leaves 2.7 which is at least close, but not datalogged from this scope shot. Shorter than I'd like to see for fast idle certainly but usable. I understand we changed to 4 squirts to try to help idle control, isn't the other side of that coin a pulse width half as long, which of course would make DT at least twice as critical.
I have an old tune from 2 years ago that had a stable idle but I don't think it was all that much slower than what I have now. A couple guys at the megameet did that. I can't load it because I get an error, I probably updated the software or firmware and caused that. But what I can do is compare the settings and the maps. I'll try to do that to see if I can get any insight and hopefully an idea or two may pop up.
Jim