Shopping for fuel system components for the TII.....
12-29-03, 02:01 PM
#26
The test wasn't done with the oil still in the engine. I had cranked the enigne atleast 20 or 25 times by the time I tested the engine. But I guess some oil could be left in there. I guess I will check the compression again in a couple of days after she burns that crap off. I would think that amouat of cranking would get rid of the oil since I had all 4 plugs out and cranked her for a bit to get the oil out. well I guess time will tell what the real numbers are. :/
Santiago
Santiago
12-29-03, 10:18 PM
#27
Think you can get oil out of the chambers by cranking it over dry? NOT...
IF that were the case, then why don't you do an experiment for us. On your running 7. Put oil in the chambers, then crank it dry for a long time. Now, replace your EGI fuses and start her up. Does it smoke? Damn right. Why? Oil was still in the chambers. The only way to remove it once it is in place is to burn it out which can only be done with a running engine.
Besides, compression should be checked on a warm engine.
IF that were the case, then why don't you do an experiment for us. On your running 7. Put oil in the chambers, then crank it dry for a long time. Now, replace your EGI fuses and start her up. Does it smoke? Damn right. Why? Oil was still in the chambers. The only way to remove it once it is in place is to burn it out which can only be done with a running engine.
Besides, compression should be checked on a warm engine.
01-03-04, 01:41 AM
#29
Ok what would you guys say is a good size primary injector? Given I don't want huge ones in the primary spot because of the pulse width situation and bad idling what have you all used as primaries? I am definately using 1000CC or larger in the secondary spot so I need something of a medium size so that the transition from primary to primary and secondary firing is smoother.
What have you all run?
What have you all run?
01-05-04, 04:23 PM
#32
Originally posted by 1987RX7guy
Ok what would you guys say is a good size primary injector? Given I don't want huge ones in the primary spot because of the pulse width situation and bad idling what have you all used as primaries? I am definately using 1000CC or larger in the secondary spot so I need something of a medium size so that the transition from primary to primary and secondary firing is smoother.
What have you all run?
Ok what would you guys say is a good size primary injector? Given I don't want huge ones in the primary spot because of the pulse width situation and bad idling what have you all used as primaries? I am definately using 1000CC or larger in the secondary spot so I need something of a medium size so that the transition from primary to primary and secondary firing is smoother.
What have you all run?
My setup:
720 primaries. These work well and can be modulated appropriatley for idle control. Some people in the single turbo forum run 850's, but 720 seems to be a good number.
1600 secondaries. I would recomend against the 1300's. I have heard numerous times from others that they are mearly modified 850 (or a simliar size) to be 1300. As such, they tend to fail more frequently and in the open position. This problems is so severe that people have actually see raw fuel coming out of a tail pipe!
That would suck 
I don't know on the 1000cc's... I haven't heard any complaints but the 1600's work fine so I'd use them if it were me. The 720/1600 setup is very proven among high HP cars.
Fuel pump, I don't know about the walboro... I can say that my fuel pump (RP Denso pump) did fine for 422RWHP at 16psi boost on pump gas. It was starting to run out of steam at my 470 RWHP run at 19psi. As a result I will be upgrading to dual intank pumps... probalby two upgraded denso pumps, though I may run the upgraded one feeding the secondary 1600 with a stock TII pump feeding the primaries... not yet decided exactly.
I use -6An line for the entire setup, tank to rails etc. That was fine. Running the parallel setup as Ted's site shows is a good idea, I modeled my setup after his.
Don't use a rising rate FPR. With a good engine managment as you are planning to run, that throws an un necessary variable into the tunning which can actually make things more difficult. As someone suggested, just get an SX or aeromotive(which I have) that'll work fine. Also, getting the smallerone with -6AN fittings is fine.
Lastly, on the fuel rail, I just modded my secondary rail to accomodate the 1600's worked fine for my setup. FWIW.
Oh yeah, the 60-1 is a good turbo for your power goals. Be sure to get a divided housing assuming that you will be running a divided manifold. .96-1.0 A/R or there abouts with a wet CHRA.
Hope this helps some.
-Chris
01-05-04, 05:21 PM
#34
Only the diameter of the injector as it is mated to the fuel rail. It's a bit large on the 1600's to accomodate the higher flow rate. You need only to drill out the fuel rail with an appropriatly size bit to fit the O-ring on the 1600's. I did it in my garage... it's not too bad.
THe 720's are the same size as the 55's so they will "plug in".
Don't know about the 1000's or 1300's though... but I would assume they need modifying.... well, actually, on second though, since they are rummored to be modified 850's, they may plus right in as well.... need to double check that.
THe 720's are the same size as the 55's so they will "plug in".
Don't know about the 1000's or 1300's though... but I would assume they need modifying.... well, actually, on second though, since they are rummored to be modified 850's, they may plus right in as well.... need to double check that.
01-06-04, 09:18 AM
#39
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i don't think it's running yet.
(edit: chris's car, that is)
Thank you guys for turning a ****-slinging festival into an informative thread.
Carx7, you are having no problems with the stock secondary rail? that is what my plan was, stock/modified rail with 1600cc injectors.
(edit: chris's car, that is)
Thank you guys for turning a ****-slinging festival into an informative thread.
Carx7, you are having no problems with the stock secondary rail? that is what my plan was, stock/modified rail with 1600cc injectors.
Last edited by $150FC; 01-06-04 at 09:24 AM.
01-09-04, 08:32 AM
#41
Originally posted by $150FC
i don't think it's running yet.
(edit: chris's car, that is)
Thank you guys for turning a ****-slinging festival into an informative thread.
Carx7, you are having no problems with the stock secondary rail? that is what my plan was, stock/modified rail with 1600cc injectors.
i don't think it's running yet.
(edit: chris's car, that is)
Thank you guys for turning a ****-slinging festival into an informative thread.
Carx7, you are having no problems with the stock secondary rail? that is what my plan was, stock/modified rail with 1600cc injectors.
We'll know in a couple of months when I break 500 on pump gas... and still make full boost by ~3500RPM
01-09-04, 09:22 AM
#42
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No problems of which I'm aware. I was starting to run out of fuel on the top end which was surely fuel pump related... however I may be pushing the limits of the stock rail's flow capacity as well.... but I don't think so.
when I break 500 on pump gas... and still make full boost by ~3500RPM
Jesus. Are you really expecting that kind of power and response? Sign me up, man. (Er, I should probably get the car back together with the current setup, shouldn't I?
)
01-09-04, 09:49 AM
#43
Hehe. I was a bit over zealous after re-reading my post. I have 16psi by 3500 right now and 19 at 3900. My W/G's are full open in first gear for 16psi, so it builds quickly. So, I should have said full boost being ~20psi by 4000RPM.... I was off by 500RPM.
As for the power, I have no doubt that I'll get there. I have learned a few things in my buildup process and there are a few "tweaks" that I need to make to fully optimize my system. It's gonna take me 6 months probably, but the car will be there. I'm concentrating on finishing the body work right now and then I"ll finalize the engine.
There is alot to be said for a well thought out and designed system
-Chris
As for the power, I have no doubt that I'll get there. I have learned a few things in my buildup process and there are a few "tweaks" that I need to make to fully optimize my system. It's gonna take me 6 months probably, but the car will be there. I'm concentrating on finishing the body work right now and then I"ll finalize the engine.
There is alot to be said for a well thought out and designed system
-Chris
01-09-04, 01:13 PM
#44
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From what I hear it is best to run all of the same sized injectors, because the when the secondarys come on line (if you are using mixed sized inujectors) it will creat a lean condition.
I'd go for 4x850 cc or 4x900 cc this way your not overkill on fuel and there is lean condition where the secondaryis come on line
I'd go for 4x850 cc or 4x900 cc this way your not overkill on fuel and there is lean condition where the secondaryis come on line
01-09-04, 01:33 PM
#45
Originally posted by BlackRx7
From what I hear it is best to run all of the same sized injectors, because the when the secondarys come on line (if you are using mixed sized inujectors) it will creat a lean condition.
I'd go for 4x850 cc or 4x900 cc this way your not overkill on fuel and there is lean condition where the secondaryis come on line
From what I hear it is best to run all of the same sized injectors, because the when the secondarys come on line (if you are using mixed sized inujectors) it will creat a lean condition.
I'd go for 4x850 cc or 4x900 cc this way your not overkill on fuel and there is lean condition where the secondaryis come on line
The 720/1600 setup is VERY common and works extremely well.
-Chris
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