Hi,
The fuel differential pressure stays the same (at ~43psi) as stock. And the 500whp I'm talking about is on race gas, not pump gas. So the extra octane affords a big reduction in BSFC which means more power potential.

Inn-Tune writes...
I was only referring to EVO applications. Sorry if my post implied otherwise. The most we can comfortably squeeze out of an EVO running a GT3076 is around 500whp on an AWD Dynojet. Maybe 520whp if we really lean on it hard with c16. And even on those applications, IDC stays below 95% with AFRs in the high 11s. The only time we step up to 880cc injectors is in GT35 applications where they have supported 560-580whp. As always, YMMV...

shiv

 

My point stands that with the right setup, on an Evo, you will exceed their capacity. The fact that you haven't run into a car that had the head work etc. to do so doesn't mean it's not possible.

 

Wow I didn't realize it would take that much injector. This turbo will be in my future most likely, but not soon enough (20g). This thread has been extremely informative and I'm sure has helped many in the process. Thank you everyone for lending me some of your knowledge

-Mike

 

GT35R's we can't get buy on with a 1,000 cc injector if the car is making good power. Good power to me is 500+ on our dyno.

David Buschur
www.buschurracing.com

 

I run 680cc injectors up to 30psi on my old GT3076 setup w/ no issues using the stock ECU. I have now stepped to a bigger turbo and will see how much power these bad boys will support. Those standalones really like the big injectors.

 

Once again, this is because of the injector driver's in your AEM not driving the injector as well as it could. To look at this in perspective, a 1000cc injector is 1.8 times larger than the stock injectors which have been proven to support considerable power: 390whp on Dynojets and 340whp on our Dynos (DD and Mustang). Assuming similar BSFCs, fuel pressures and injector driving characteristics, a 1000cc injector should support over 600whp on our dynos. Considering that we've seen 500whp on 880s with room to spare, I think this is pretty close to the mark.

Regards,
shiv

 

to be honest, the testing i was referring to was using a stock (chipped) p28 honda ecu with an FJO injector driver box. After we put the drive box on, it actually needed *less* fuel.

this turbo moves some air man, the only way to fuel it is to is a 96lb/hr+ injector . I would barely want to run 880s. Probably not 750s and definately not 680s

 

if you are running 680cc on 30Rs and 880cc on 35Rs, you must either have some restrictions in the turbo setups or perhaps very high backpressures?

If you get a chance to try one of our kits, you will notice they need far more fuel than this if this is what you are used to. A 1000cc-1200cc is what i like for 35R / 550+ whp and a 880-1000 on a 30R (max out around 580whp). A bigger injector *if tuned properly* will have no downside. I run 1600cc in my 792whp street honda, and i get 24-27mpg.

When you say "really lean on it" what are you doing to get that extra power? Taking fuel out or adding spark advance?

If the car is setup properly and can breathe well, you can run practically no timing, keep the a/f rich and the car will still make a ton of power, and not beat the motor up. If you add spark or lean it out, it wont make any more power, just hurt the motor more.

 

Or the EVO injector drivers allow them to add more fuel...

I made ~450whp at 28psi w/ AFR of 11.2 w/ 680cc.

 

how does that work? BSFC is BSFC...

 

I think it has to do w/ the opening & closing of the injector (injector driving characteristics). Also, we are comparing different standalones and different cars. 90% duty cycle on one maybe 70% on another.

 

im not trying to be a pest, so please dont take these posts offensive!! i really think this is a great thread.

one very important factor to consider, is that the efficiency of an IC turbo engine plummets as boost starts to go up. You can definately not assume similar BSFCs at high boost on a big turbo as you can at factory boost, small turbo.

Also, if you are tuning a setup with a high backrpessure exhaust side (poor manifold, poor turbine housing, poor downpipe, restrictive exhaust, etc) it will take less fuel than a setup than can breathe well.

 

For us non-engineer or tuner types, what does BSFC stand for? Thanks.

 

Brake Specific Fuel Consumption. Or how much fuel you are using, per horsepower, per hour.

-shiv

 

Brake specific fuel consumption

Damn, Shiv beat me