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while i am a road racer and the FD's highest and best use is on a road course the aero on the FD makes it ultra-competitive to run high speed.
someone running a 550 hp V8 FD ran around 196 a few years ago. if that same engine was in a Z06 you could deduct 10 mph.
the FD is that slippery.
since the rotary torque curve is less broad than a V8 i figure it needs a few more ponies. it also needs to get the nose down and keep more of the air from going underneath the car.
so what will i run? i have no idea. i just want to be there and we will see what happens.
yes on E85. i would be somewhat surprised if our little 80 cubic inch motors could be in one piece at around 600 for 30 seconds thru 5 gears on gasoline. 200 is 8400 in fifth thru the lights w my T56.
the car is a street legal car w a 3 inch exhaust which is part of my plan. i want to see what a dual purpose config FD can do.
I think you and me are the only in this forum using this ECU to it full potential... Have done hundred of street pulls and dynos runs over 500 whp on my car and the engine still going strong... Vipec/link+FFE hall sensor and good tune = WIN on a rotary
I will PM you soon about your T56 conversion .... Doing some changes to the car for next year....
Added a total fuel flow channel to your logs?<br /><br />as per efi forum<br /><br />(injector nominal flow rate) * (square root (actual base pressure/rated pressure)) * (fuel reg slope/relaxation factor ~0.95 [use this at high fuel demand to account for change in spring position with less return flow]) * effective open time [total - dead] / (60000 / rpm)= actual fuel flow rate.
I just realized your injectors are at different differential pressures. You need to do that equation with the square root law for the nominal flow rate at each location to account for differential pressure to near atmosphere pre-turbo so flow correction factor is SQRT ((3 bar +MAP [+3kPa if near peak power for filter loss])/3 bar))
likewise the pre-throttle injector will see a smaller differential than manifold injectors, especially if in boost at part throttle, that is a bit more difficult without another pressure sensor. If they are programmed as tertiary injectors and only really active at WOT (I imagine your application would be along those lines as it would otherwise cause a bunch of wet wall complication/delay to transients) adding its nominal capacity to the manifold injectors will be close enough.
thanks for your post in EFI101. i would love to see your sheet re the subject... howracer@gmail.com. FYI, i am back on gasoline and my Alkycontrol 100% meth AI (900 cc) system. i am running 6 EV14 1450 injectors (Xcessive LIM) at 3 bar static.
where the ATM term is baro pressure. At sea level you would just say 2bar + MAP but in the US the altitude baro change vs assumed standard atmosphere difference to MAP could be significant.
I can send my sheet which is the reverse of what you are looking for to play with but I will do the calculations the other way as I want both myself. If you can reply to my email with what system of units you want for bulk air and fuel flows and confirm you current injection locations.
09-19-13 | 07:41 AM
i am entered in the Texas Mile in late Oct.
