The internal seals have been found to swell both those two type fuels and cause the flow to drop considerably. NO problem with the ID1000's, they are all steel inside.

 

This forum cracks me up, you guys are making a big deal about running an accessory box upping voltage to the injectors? Yet we have these same people running switches on there fuel-pumps activating them to come on/off at certain boost levels? The product was designed for one reason, and one reason only to make these injectors work under any circumstances. Deadtime remains a constant value, no matter if your alternator is putting out 11.9-12V-13V etc, the value is constant, even if your on a 16V system which none of us are... this means easier tuning and a CONSTANT VOLTAGE. It works on the same principal the boost-a-pumps work on, yet people run those w/o the worries of the box failing. Lets try to make the wheel better not-reinvent it.

Sorry David for going offtopic.

 

thanks dave, I appreciate the response.

 

Wait, the purpose of this box is to keep constant voltage to the injector so you don't have to have the correct dead times? Seems like a much easier solution is using the correct dead times, no?

 

Your deadtime is no longer a curve, the injector is being fed a regulated voltage supply. The box is basically just increasing the voltage provided on the hot side of each injector from 12v to 18v. By regulating the voltage for you, changes to voltage at the battery are not so critical to dialing in the injectors (which is a great thing). Using the "proper" deadtimes on the stock ecu injector driver with an injector as big as an 16/1750cc injector, will cause the studder and hesisatition most people feel when they run this big of an injector. By increasing the voltage supply to the injector is allowing the injector pintle to open and close alot quicker on the higher voltage supply, basically meaning we get quicker response on a bigger injector, thus eliminating any idle, part-throttle driveability issues some experieneced prior.

 

Sorry if i'm keeping this OT but just for ref what does the "box" cost?

 

The 'studder and hesitation' is not a result of improper dead times, it's a result of a crappy injector or tune.

"dead time" is just that, dead time. Time that the injector is opening and nothing is happening. Having a shorter dead time does nothing for performance except gain you a small amount of additional HP potential. Regardless of what your dead time is, it must be properly accounted for for accurate fueling.

The idea that voltage at the injector is constant with this box is really no advantage. Unless your electrical system is bad, you should have constant voltage to the injector w/o this box, +- a few tenths of a volt.

I'm amazed that rather than properly account for dead time, like the rest of the fuel injection world, the recommendation is just that it doesn't matter anymore.

 

239 I believe Patrick.

 

I'm with Tony, set up the proper dead times and if your car isn't a POS the voltage really shouldn't vary much at all. The dead times are nearly pointless unless there is something that goes wrong.

I was just going over this yesterday with a guy that called. My car has 13.44 volts at idle/cruise and 13.0 at WOT. It doesn't vary from there more than .2 volts in either situation.

When I tune cars here I see the same thing logging voltage.

 

Now let's talk about what I came to this thread for.

Fuel flow.

I did some math today. Which has proven to be my weak point here more than once

Our modified Walbro flows 310 lbs/hr at 80 psi and 13.2 volts, using a B.S.F.C of .65 and two of these pumps in our kit that is enough fuel for 1127.27 hp.

The same Walbro 255, unmodified flows 285 lbs/hr at 80 psi and 13.2 volts, using the same B.S.F.C. of .65 and two of these pumps, that is enough fuel for 876 hp.

Now let's look at some injectors.

52 lb/hr, 338 hp
71 lb/hr, 461 hp
84 lb/hr, 516 hp
95 lb/hr, 584 hp
114 lb/hr, 703 hp
157 lb/hr, 966 hp
190 lb/hr, 1172 hp

Running the car leaner than .65 would make more power obviously but this is a good base to get an idea from.

 

I assume when you say modified Walbro, you talking about pressing the bypass spring down? Or are you doing more than that?

Thanks

 

Tony...Two things happens as we increase injector size.
1.) Deadtime gets larger and larger
2.) Effective pulsewidth gets smaller and smaller

They both compound each other.
By powering them with 18V, the injector behaves alot better. Reason being is b/c of the reduced deadtime at higher voltages. If you have a total deadtime of 1400ms instead of 2000ms you've got more pulsewidth available to squirt fuel. The box works with no ill added effects, on the stock injector,drivers or anything else.

BTW. David or Tony have you ever tuned a ID2000 injector on a stock ecu/no standalone car? Ecuflash, hondata, kpro etc? This is where things will get interesting...

David, im sorry for going off topic, this will be my last related post to this subject. Sorry and im happy too see the info you just posted reguarding fuel-flow.

 

No I have not used the ID2000's on any stock ECU, only stand alones.

 

I can't see it making any difference...I'd like to try a set and find out for sure

 

You will, trust me.