Steve, as usual your explanation is correct and/or more complete than mine … we all appreciate your clarity.

Something I haven’t tried is at 1400 rpm, turning OFF the SEC injectors and then set the CS switch ON – I believe this will double the fuel flow to the PRI injectors? – Can you confirm?

Jeff

Jeff,

I have taken the liberty of inserting the bold faced comments below.

Steve Boese

On Jan 25, 2016, at 9:21 AM, Jeff Whaley <flyrotary@lancaironline.net> wrote:

Bill, something you may want to try (if only temporary) is to separate the Cold Start function from the Injector Disable functions; I believe this makes it is easier to tell what is going on.

Wire the Cold Start switch independently to pin 30.

Use one toggle switch to power the PRI and another to power the SEC injectors.

At 1400 rpm with both INJ ON and CS OFF, disabling the SEC injectors should do nothing.

At 1400 rpm with both INJ ON and CS ON, the engine will run very rough due to fuel-doubling to PRI injectors –the fuel is not doubled by the primary injectors, but rather the secondary injectors are delivering fuel now too. Still, this is a handy feature for true COLD starting.

At 1400 rpm with both INJ ON and CS OFF, disabling the PRI should cause the engine to quit – if you quickly set the CS to ON the engine should recover using the SEC injectors.  This verifies that both the primary and secondary injectors are delivering fuel when the cold switch is on and the MAP is below the staging threshold as suggested above.

At >4000 rpm and above staging: disabling either INJ should cause the engine to stumble – if you now set the CS to ON the engine should recover using the remaining injectors at twice the original pulse width. other injectors.

My engine is wired this way permanently …. So is mine.

Jeff