2milehi

Looking on the 'net, 67 and 147 have to be in degrees. In order to determine the inside angles (in degrees) of the two intersecting lines the outside circle has to be laid out in degrees. So there is no arc length, only arc measure. Also the OP stated "the measure of an angle formed by two lines that intersect inside a circle is half the sum of the measures of the intercepted arcs". Circle Geometry: Anlge Measures Formed By Intersecting Lines As for a differential equation to solve this, I hardly call this "zero-th" order equation a differential. There are no changing lines/circle with respect to time or position - everything is static. Plus this is 9th grade geometry, not 12th grade calculus. I will stand by my answer that there are an infinite number of solutions within bounds. That is 0° < x < 106.5°

That is just not true - 2x does have a range of values. Here are some extreme angles that visually prove that. This is a case where 2x will equal 67° plus a very small arc (0.1°). Now 2x = 67.1° This is a case where 2x will equal 67° plus a very large arc (145.9°). Now 2x = 212.9° I have changed the way the intersected circle looks BUT I have not changed any of the values given. ***When it comes down to it, a person came up with this problem. He drew a circle and two intersecting lines within that circle. Then he probably assigned some arc lengths that add up to 360°, threw in a variable "x" and removed some information to make a problem for 9th graders to solve.***

The arc left of x can have an infinite range of solutions. It can be 67°, it could also be 1° and it could be 50°. So take your pick.

There is not enough information given to exactly solve the problem, hence why I was getting the indeterminate with matrix math. Say we set y = 1° a really small arc, then x = 34° and z = 145°. w = 1/2 (147° + 145°) w = 146° Now x + w has to equal 180°, which it does. But angle w is dependent of what arc z is and arc z depends on arc y. So there is an infinite number of solutions

Your sentence structure is kind of hard to follow. As for boost creep, I opened up the internal wastegate hole and I am not seeing any boost creep. Also I will tune for the higher boost pressure and therefore not have a lean issue. If it does overboost the MS will shut it down. So I feel that I am covered there. As for monitoring detonation, I will be using detonation cans to tune in the final fuel/spark map. I have built a detonation detection circuit for my Subie and it works ok.

Street tune only. I need to interface a boost controller to the MS. The wastegate is maxed out at 11 psi.

The graph is stretched out to better see what is going on. Acronyms TP - Throttle Position AFR(WBO2) - Air to Fuel Ratio from a WideBand sensor/controller PW - Pulse Width of injector in milliseconds CLT - Coolant Temperature MAT - Manifold Air Temperature

I used the stock intake manifold. I will make another post on a DIY MegaSquirt and post all info.

I turned up the boost by adjusting the waste gate arm. Got to 11 psi with more headroom based on duty cycle I'll need to add a boost controller to get more boost. The Pf runs awesome.

I had to change the pigtails for the new injectors. I really try not to cut into the factory wiring harness, but I didn't have much of a choice.

1w + 1x + 0y + 0z = 180 0w + 1x - 1/2y + 0z = 67/2 1w + 0x - 0y - 1/2z = 147/2 0w + 0x + 1y + 1z = 146 Bummer I put the equations into matrix form. From there I put the coefficients into a matrix solver but it came back as an indeterminate.

Injectors are in and I have bolted everything back together. The 370 injectors are now flowing 410 cc/min at the higher pressure. A couple of hoses tore when taking the top part of the manifold off. I'll be trying my damnest to get the Pf running this weekend. I need to tweek the fuel map by reducing fuel flow to 44% of where it is now. Man - nothing like a vacation and rental property to get in the way of progress.

Kinda of the brut force way, but here goes. I'll assume the arc measurements are degrees and there are 360 degrees in a circle. x = 1/2 (y + 67) w = 1/2 (z + 147) y + z + 67 + 147 = 360 2w + 2x = 360 Four equations, four unknows. Use substitution to determine variables.

The Subie injectors are high resistance.

That is correct. In the below pic you can see that the left side of the turbo mounting flange is from the driver's side exhaust manifold. The right side of the flange is connected to a cross-over pipe that connects to the passenger side manifold.

Sorry I have been out of the country for 2 weeks and prior to that I had a week long out of state convention. I got back last night and I am still a little jet laggy. I did get some bigger injectors (370 cc/min) and just installed them. I will test them tomorrow.

Get rid of the synthetic oil and go to dino oil.

So 45 gph calculates to 170 lph which is about a third less than the Walbro. Forty five gph calculates to 350 hp. IMO I would measure what comes out of the return while the engine is running. At idle not much fuel is used and the alternator is charging giving you more power at the pump. It should take 1 minute 20 seconds to fill that gallon container. And yes the factory fuel pump is a lot larger looking than the Walbro. Hope it fits.

^^^ Yeah - that is our local paper (free). The back page always has an "interesting" story.

What an uphill climb to figure out what injectors I am going to use. And they were under my nose all this time. So I flowed both the stock Pf injector and the injector that came in a '90s 2.5 Subaru. The stock one flowed 180 cc/min and the Subie one flowed 265 cc/min. I bumped up fuel pressure from 40 psi to 50 psi. That will make the Subie injectors flow almost 300 cc/min and that should be good for 260 hp at the crank. Now to find 2 more injectors since the Subie came with four. Since the intake is off, it got a good cleaning and I get a better understanding of the hidden vacuum circuits. Mean time I need to figure out how the Walbro pump fits in place of the factory one.

Winner winner, chicken dinner. I just flowed the injectors and I measured 30 cc in 10 seconds. That will equate to 180 cc/min. I will give +/- 10 cc.

Before ripping out the engine, first determine that the engine is bad. Get a compression test done on the engine. While the plugs are out take a good look at the part of the plug that goes into the combustion chamber. There is a lot of information about the engine in that area of the spark plugs.

Here is a DIYPNP kit from DIYAutoTune For a Nissan Or roll your own More info here

With a BSFC of 0.45 and 185 hp from the VG30E, that calculate to about 161 cc/min at 90% duty cycle. I'll just flow to know.

James - thanks for answering the question. That does help me but I will flow them to be certain. I have searched on the 'net and haven't found an answer.