h'okay!
Made some more tweaks to the warm-up enrichment, because apparently at some point after I got it cleaned up last time, I wrote an old version of the tune in there and made the ol' gal rather smokey again. In the process of doing that, discovered the main cause of my fuel pressure wibbles. Turns out, it helps if there's fuel in the tank!
Also trying some little tweaks to help smooth things out, like switching to 2squirts/engine cycle rather than just lobbing the entire fuel load in in one go, and also trying injector staging so it's (theoretically?) not firing all 3 injectors at the same time. (I have all the hardware to run them in full sequential, but I need to noodle over that a bit more first. But firing them untimed works for now.)
I'm hoping for a reduction in flamethrower usage, definitely. Maybe even an improvement in fuel economy. (But that, of course, remains to be seen.)
The theory, as best I understand it, is... with the 'default' settings, the injection system fires all three injectors at once, once every cycle of the engine. (That is, every 2 revolutions of the crankshaft, 720 degrees.)
That works, but means the fuel from two of the injectors will just be hanging around for the valves to open.
...And -- it occurs to me, just as I write this out 
-- since the
intake ports are shared that means the majority of the fuel mix will
go into the cylinder that opens its intake valve first; possibly
making that cylinder rich, and the other cylinder on that port
lean.
(Which might explain why some of the exhaust primaries were glowing
just after the port, but not others; and why it kept
popping/hiccuping...)
Whereas the way I have it set up now, it is still just throwing fuel into the ports with no particular reference to valve opening times, but it's doing so twice every engine cycle; that is, once every crankshaft revolution. This should provide a more even distribution of fuel to the cylinders.
The best way to set this up would be to have the EFI start injecting fuel into the runner just before the inlet valve opens up, in the correct sequence; so the fuel mixture is spending as little time as possible just hanging around in the inlet port, and each cylinder gets its appropriate amount of fuel.
Other than that, I finally got around to replacing the fasteners for the passenger seat-back, using some of those rivnuts that I scavenged.
They replace the weird speed-clips that are fished in through the slots...
Temporary screws, to be replaced with thumbscrews for easy access to the fusebox.
I rounded the evening out with sanding the inside of the roof on the passenger's side, and painting that with the zinc primer. Only got a few splatters and drips on me, so I consider that a win.
Finished off the rest of the primer by doing the repaired bits on the outside, then refitted the horn. Still need to get a grommet for that, come to think of it...
Still haven't remembered to get a picture of the pressure-limiting
valve setup that I've got going on under the truck. 
According to the big TODO document, I'm at an overall 63% completion
of mechanical tasks! Engine related items are 98%, the last thing
being getting the idle air valve sorted out so it can adjust the idle
as needed. (Bonus, that means I think I can then -- with an additional
wire in the plug to the ECU -- make it bring the revs up for PTO
operation 
)
Next big-ticket items in the queue are tyres. Hoping I can get them
sorted this month, barring any unforseen disasters... The truck will
look a whole lot better with some new knobblies on the front; then I
can start thinking about maybe moving on some of the old wheels n
tyres, and freeing up some room in the shed. (Annoyingly, the landlord
won't let me stack the old wheels in 'my' parking space in the yard;
but the guy next door has stacked it totally full with old upvc
windows, so I don't know how that works... 
)
(The windows bloke probably just didn't bother asking, and yet when I did that with the wheels the first time, I got told off for it! Hmph!)
