Quote:
Originally Posted by pgfpro
George a couple things to consider in your wife's car test. I think your air flow amounts and fuel flow amounts are not right.
Is your wife's car stock including the O2 sensor?
What is your elevation at?
Is the intake system stock?
Do you have a way to measure your MAP pressure?
Do you have a way to measure your injector pulse width or duty cycle?
I do understand your VE statement and somewhat agree. VE is higher then people think at light load especially at lower rpm.
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I want to thank all you fellas very much. One of the great things about this site is that the people are knowledgeable. It's been too long since I've had a good chance to upgrade myself. You are asking the questions I need to hear and think how to answer...
It's been too long since I've really spoken with mechanically savvy people and I really appreciate you pointing out the areas where my explanations are inadequate.
So I'm going to take a break for awhile as I think and gather data to answer your questions. I also have some other things to take care of. It's just as well, because for REAL proof I need spring weather. I didn't bring a heated shop on my writing sabbatical.
I'm giving you all this heads up just so you know that it is my intention to address all the issues that you've raised. I'm not 'scared away' by your insistence on proof; I'm very much appreciating those of you who have made it clear what you need to see. I'm just trying to figure out how to provide that proof with my resources at hand.
I'll also address the issues of the 1963 F150 when I come back. I'm not avoiding that either. I just didn't see the posts until late last night.
pgfpro,
Please don't think I'm avoiding answering you. I just used your post to make this 'I'm taking a break' announcement.
I will answer this post when I come back.
Thank you for being respectful. I appreciate it very much.