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I had great difficulty lately starting two engines. Both engines have never been apart. In common, new injectors. One set sent out for cleaning, the other set very newish (600 miles) yet not used in years. Once running the engines were quite smooth.

So, I contend that it might be a little too soon to worry about details. Once checked out, give it another go.

If an injector sits with E10 gasahol in it, it *WILL* gum up and stick. The ethanol just carries additives that glue injectors if the fuel sits long enough to evaporate.

That brings up an old sore point. I bought a low mileage (23k) Alfa V6 engine in the late 90's that would NOT start. With a half shot of fuel in the plenum, it stumbled. Changed out three injectors and it ran on three cylinders. Then, changed out the other three injectors. None of the low mileage injectors flowed a drop.

Not so sure that I blame E10, yet I really dislike E fuels. I have cars that sit for a year or so all the time without a problem.

I just send whole sets of injectors that have been sitting off to be cleaned. I don't even bother to try them.

I am doing an experiment... I filled the Northstar Fiero up with race gas (no ethanol) and ran it for a few minutes before I left for the 'Stan. We'll see how the injectors do when I get back.

I'm not worried yet...first repeat with a log.

The injectors are from injector dynamics, ID1000 and I'm using all their flow specs in the GM format....unless i did the math wrong

Right now, ALL corrections are turned off so I expected a pretty high VE to get it running then expected to have to dail it back as it warmed up. But 180 means the warmup correction wanted to be 100-200% which seems like a lot.....but it could be right.

First a re-do with everything logging then we'll know.

WOOT WOOT.. It's ALIVE!!

Don't feel that bad about it though, Lets see here... I've,
set fire to a dyno room
had an exhaust collector literally explode!! yep a 2" section went poof and was never to be found
Oil scavange pump pop'd loose at 8k rpm! oil E X P L O S I O N and mist makes for a spectacular flame thrower

In the lab,
didn't catch the voltage setting and the secondary emissions from the electron beam bombardment managed to set off the radiation detectors
whilst running the high voltage generator didn't catch the corona leakage and generated a ton of ozone... that one hurt a bit as ozone wrecks your mucous membranes.. lost my voice for a day or two
and a few other funny events I can't talk about

So see you're not alone.. If I had a basement lab it'd probably be a smoking crater by now

Now I'm off to the lab to see what damage I can do

That's the way it's supposed to be after 9 years of work.

I looked today and for sure both the front and rear where on....the heat shows on the SS. Also for sure the taillights as burned along with the paint and there have been 15-20 guys here cleaning today and cleaning will continue for a week and will be followed by painting here and there at least. Bitter sweet.

Oh man, Lana pissed?!?!

Mark don't say a f'cn word. No even a sorry.

Good luck brother!

Wow, haven't checked progress for a few days and was stunned to see what happened! Sympathies to you in the coming days with your wife

I hate hindsight because the screwups are so obvious..... and it takes a brave guy like Mark to put them up here for all to see and critique

One of the best tuners I've ever worked with was Mitch Pederson of AEM, and when he came out to give me a hand with one of my supercharged Lexus V8's on the dyno, I was amazed at how methodical his checks were before we fired the engine the first time. Before turning the fuel pumps on, he dry fired each injector to ensure it "clicked" right, and in the correct firing order. Then he pressurised up the fuel rails, turned the fuel off, and made sure none leaked.

Then we pulled all the coils and fired each coil/plug (we were running COP's) to ensure each one was sparking and in the correct firing order. He fired both injectors and coils at an artificially low RPM, using a simulator, so it was easy to visually follow the firing order.

He then checked all the input sensors to ensure they were reading correctly, calibrated the TPS and WBO2 sensors (the WBO2 was way off, BTW).

Then he made sure that both the crank & cam pickups were generating the right signals and with the right polarity (he had a toothed wheel on a mandrel that we chucked into an electric drill)

In retrospect, he was simply following the correct commissioning procedure that one would do for any expensive piece of equipment (like a gas turbine, etc.), prior to running it for the first time.

Oh I had the timing light out.......when I still had a timing light that is.

Most of the checks were done at the first install so it was a reduced set this go around. The flywheel is marked with different color markings so I could check each cylinder easily, scoped all the sensor signals, made sure everything was reading correctly etc. This go around I re-did the throttle PID tuning because I changed the time it sleeps for between calculations then reset throttle pedal and TPS close/open, moved the pedal main,secondary because the signal is better (more range) on one channel vs the others,.....lots of checks and the engine itself went fine, but I need to expand my thinking to include possible secondary effects

We have snow now which will make moving outside difficult.....I guess I'll get the wheel sensors working and wheels on, maybe put the interior back together a bit. so its ready to roll out when the weather permits.