Lets talk Aux fueling.. Shotgun or PI?
- Thread starter Clean WHP
- Start date
In to hear what twisted tuning has to say!
so can anyone tell me what the limits would be of single barrel?
double barrel is just not worth the money to me, Id rather get PI at the rate of the double barrel + the fact I would need controller anyways for double barrel makes me just want to go PI instead.
But if the single can flow 670-700whp on an Emix, then it is very interesting to me
so can anyone tell me what the limits would be of single barrel?
double barrel is just not worth the money to me, Id rather get PI at the rate of the double barrel + the fact I would need controller anyways for double barrel makes me just want to go PI instead.
But if the single can flow 670-700whp on an Emix, then it is very interesting to me
Whats up guys, I just got the single shotgun installed last week. I see these posts all the time asking about the shotgun kit, and when i was debating if I should go PI or stay DI I wished there was more information, so I'm doing my part to share some information to help anyone else make their decision easier.
So i made the jump last week, my mechanic told me the install process was pretty crazy, instructions provided by VTT wasn't the best, and there were minor modifications needs. I am running Fuel It 650, Fuel It upgraded fuel lines, and Ethanol Sensor. Eberyones install might be a little different depending on what you are already running. I don't know the specifics of what my mechanic needed to do, but it wasn't anything major. Just some cutting here and there to make things work. I'm still in the process of getting some tuning done with Trebila, this log is the 3rd revision, on Map 3 on E80(according to the analyzer) you can see the HPFP start to hit it's limit towards the end. There's still a lot of tuning to go, but i thought id share this log now, we will be switching to Map 6 next and increasing boost to see where it goes from here. Also when i strat my car in the morning, the car kinda stutters before it starts, maybe from the fuel having to make its way through the extra fuel lines? I'm not sure, but thats my only gripe so far, I emailed Chris at VTT but he had no solution.
https://datazap.me/u/lazyxwizard/shotgun-3rd-log?log=0&data=1-4
So i made the jump last week, my mechanic told me the install process was pretty crazy, instructions provided by VTT wasn't the best, and there were minor modifications needs. I am running Fuel It 650, Fuel It upgraded fuel lines, and Ethanol Sensor. Eberyones install might be a little different depending on what you are already running. I don't know the specifics of what my mechanic needed to do, but it wasn't anything major. Just some cutting here and there to make things work. I'm still in the process of getting some tuning done with Trebila, this log is the 3rd revision, on Map 3 on E80(according to the analyzer) you can see the HPFP start to hit it's limit towards the end. There's still a lot of tuning to go, but i thought id share this log now, we will be switching to Map 6 next and increasing boost to see where it goes from here. Also when i strat my car in the morning, the car kinda stutters before it starts, maybe from the fuel having to make its way through the extra fuel lines? I'm not sure, but thats my only gripe so far, I emailed Chris at VTT but he had no solution.
https://datazap.me/u/lazyxwizard/shotgun-3rd-log?log=0&data=1-4
No cutting is required for the shotgun install -remember, not all shops are up to the task -not always easy to find a good shop. As to the hot-restart issue, you need to figure out what cards you're playing with, i.e. how old is your pump, did you replace it, etc. I'd expect more fuel pressure than I'm seeing in that log... something is up.
I have the same problem actually, I noticed some of my LTFT are off by quite a bit so I'm going to reset lamba adaptations and check again otherwise I've got to figure out whats wrong there first. Also, what does 14 mean for rail pressure on a jb4 log? 14x100?
Bro I was going to ask you if you had that problem on the Facebook group, but since i saw this post I decided to post here. If you ever figure it out please let me know.
For the fuel pressure this is off the JB4 post on N54tech "Typical values at full throttle are 10-14, or 1500 to 2100psi"
My HPFP has about 3k on it at most, but it is a rebuilt HPFP from FCP Euro
You can have full control over di but its costly through syvecs don't we ?
The perfect solution for di and pi and with all safety in place.
Haven't had a chance to play with one yet, I should have one by September if everything goes right.
But adjustable launch control is what I want and having full control over the engine is going to be awesome.
We are in the same position with DI right now as PI was back in the early/mid 1990's. Back then we had control of the injectors (which is what Syvecs and MHD give us), but the fuel supply and injection components are still rare. Back in the early 1990's people were running multiple Chevy TPI electric pumps when they were draining the rail. There weren't many (if any) aftermarket fuel pumps that could run 35psi at a GPH rate sufficient enough for most people's HP goals.
In the mid 1990's Walbro came to market with what I remember as the first generally accepted aftermarket fuel pump capable of significant fuel flow while under the crazy high pressure of up to 40psi (190lph if I remember correctly). You have to remember, that was high pressure back then as our old carburetor pumps were between 4-8psi. Around this time you also had the Kenny Bell BAP (boost a pump) come to market which provided overdriving capabilities to your electric pump.
We are in the same position now. We have these super awesome Continental Piezo DI injectors that have enough flow (roughly 3300cc) for roughly 1300hp on full e85 at DI injection patterns. The problem is we drain the fuel rail. Right now our only real option (if you want to stay DI) is over driving our factory pump, or running multiple factory pumps. Even the other DI platforms are having this same dilemma (think C7 Vette)...they just generally overdrive their pump.
The missing piece is a universal HPFP that can be run across platforms like Walbro, AEM, DW, etc, all have with our "LPFP" options.
I do find amusement in the fact that the old school carburetor fuel pumps were manual pumps driven off the cam or timing chain, bolted directly to the engine. The move to TBI/PI evolved us to electric pumps. But the move to DI has caused us to go full circle for our HPFP and is is back to a manual pump driven off the cam or timing chain bolted directly to the engine hahahaha.
This won't help you with your 6sp 1M, but thought you might find this interesting concerning launch control:
That's a 67mm turbo 85lbs/min. Ive seen a Honda f20c (s2000 motor) make 900whp on that turbo even though it has a small 68mm turbine wheel. It's more then enough turbo for 700whp. I would just get a single barrel run e48 to hit 700whp. A clean easy setup and DME remains in full control.
it has a 66mm compressor wheel inducer, and a 62mm exhaust wheel inducer, so I guess its technically a 66mm. and wow, I did not know it was that capable in the s2k crowd.. its listed as 850hp capable; not sure if that is crank of whp, but from my research their are some 2JZ guys who make low 800's to the wheels on this turbo when turned up pretty high (over 30 PSI) on a 3L stock motor. I know its a good amount turbo of, but Im only gonna turn it up to 27/28psi or so cause I dont want to blow my motor, so thats the only reason I wasnt sure if i would make 700WHP. I know this bad boy will make more than 700 at higher boost!
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You'll be fine you don't need 27-28psi to hit 650whp. You'll hit that number at 22-23 on e85 and you'll have room to push it. Here's the s2000 Dyno I was talking about.
Its Arizona here, been over 100 degrees with a low in the 70's and I'm running E54, so I don't think that is what is going on here. In actual cold temps with high ethanol content, yes. But not in the summer.
Did you check your lpfp pressures before you start the motor ?
Sounds like you might have a leak or bad tank regulator or a lpfp pump starting to go bad
Its the only time i seen a lazy start in those temps
Sounds like you might have a leak or bad tank regulator or a lpfp pump starting to go bad
Its the only time i seen a lazy start in those temps
HOLY SHIT!!
Thats amazing. Any idea how much boost that s2K was at?
I would love to hit 650whp at 22-23 psi, that would be pretty incredible, but Im betting it does that at more like 24-26 psi, so we will see! So excited to see the results of this thing
I would personally wait for @jyamona to finish his testing to shut off the ignition coil on a cylinder when the fuel injector is shut off. That way there's no risk on a lean-out from a misfire causing the DI injector to get disabled while PI is still spraying. PI has some advantages as well; valve cleaning, easy to upgrade injectors and reasonably affordable.
Jake, any update on how the testing has been going?
Jake, any update on how the testing has been going?
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