Fuel injector size and P/N for Euro S2
05-31-2004, 10:01 PM
#16
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Thread Starter
Normy,
I talked to DR and he explained how the kits are supplied by Porsche. They have an end cap on the injector end to keep the hose from flaring out with age, and to maintain constant pressure... w/o the use of a clamp as too much pressure from a clamp could crush the injector. A clamp can be used on the rail as it is metal.
The hose is 5/16" (8mm) Goodyear hose, rated at 300psi.
SteveCo,
1. Do you crimp the zinc sleeve or is it just a very tight insertation fit that holds them in place?
- It is very tight, and required petroleum jelly to assemble. I don't believe they need crimping. They went on tough as it was ...my arm was sore for a day.
2. Any reason you did not use the sleeves for the fuel rail connection as well? Obviously the sleeve(s) would need to be shorter to make this work...just wondering if they are available in shorter lengths or maybe in stainless to allow then to be cut off a bit.
- See my reply to Normy above. I looked for shorter sleeves and didn't find any.
3. Are the sleeves easy to purchase? Where did you get them (ie: same place as you got the hose)? I'm assuming their standard pressure hose fittings (like the ones on A/C of power steering hoses) and available at hi-pressure hose shops.
- I found the sleeve and hose at the same shop.
Hope that helps....
I talked to DR and he explained how the kits are supplied by Porsche. They have an end cap on the injector end to keep the hose from flaring out with age, and to maintain constant pressure... w/o the use of a clamp as too much pressure from a clamp could crush the injector. A clamp can be used on the rail as it is metal.
The hose is 5/16" (8mm) Goodyear hose, rated at 300psi.
SteveCo,
1. Do you crimp the zinc sleeve or is it just a very tight insertation fit that holds them in place?
- It is very tight, and required petroleum jelly to assemble. I don't believe they need crimping. They went on tough as it was ...my arm was sore for a day.
2. Any reason you did not use the sleeves for the fuel rail connection as well? Obviously the sleeve(s) would need to be shorter to make this work...just wondering if they are available in shorter lengths or maybe in stainless to allow then to be cut off a bit.
- See my reply to Normy above. I looked for shorter sleeves and didn't find any.
3. Are the sleeves easy to purchase? Where did you get them (ie: same place as you got the hose)? I'm assuming their standard pressure hose fittings (like the ones on A/C of power steering hoses) and available at hi-pressure hose shops.
- I found the sleeve and hose at the same shop.
Hope that helps....
06-01-2004, 03:17 PM
#18
Rennlist Member
remember, you can clamp off one fuel regulator return line to raise pressure to a correct and safe level. we did this with Scot Graham's 82 US and it worked like a champ. Probably raises fuel pressure by about 5 -7psi based on my experience with rising rate regulators and the dyno graphs with fuel air measured.
Mk
Mk
06-01-2004, 03:46 PM
#19
Rennlist Member
Hi Dave,
35HP???? we only found about 3 hp going from 13.5:1 to about 12.5 over most of the hp curve using very sensitive air fuel measureing equip.
35hp for optimization? you must have been in the 18:1 range (way way lean) for this kind of gain. If you look at the fuel air curves effect on HP , you can see not much gains are made, after Stoich (ie 14.7) However large, disproportionate losses are made as you go leaner past stoich. right up until the car starts to miss, do you have this kind of HP loss. (but fuel economy is great in this range!!)
Dont forget we saw some great success with only using one of your regulators and clamping the return line off the other regulator. worked like a champ.
mk
35HP???? we only found about 3 hp going from 13.5:1 to about 12.5 over most of the hp curve using very sensitive air fuel measureing equip.
35hp for optimization? you must have been in the 18:1 range (way way lean) for this kind of gain. If you look at the fuel air curves effect on HP , you can see not much gains are made, after Stoich (ie 14.7) However large, disproportionate losses are made as you go leaner past stoich. right up until the car starts to miss, do you have this kind of HP loss. (but fuel economy is great in this range!!)
Dont forget we saw some great success with only using one of your regulators and clamping the return line off the other regulator. worked like a champ.
mk
Originally posted by DR
Hi Jim
The Porsche part # for the Euro S injectors is 928.606.119.00 , don't have the B# handy.
I recommend sticking with the stock size injector. We both have the same setup (MDSD headers 3.5" cat back, no cats) and using the adjustable regular I was able to easily get proper A/F ratios during testing on a dyno with a professional A/F sniffer. All this solved my lean condition and I picked up 35hp with this setup :-).
Hi Jim
The Porsche part # for the Euro S injectors is 928.606.119.00 , don't have the B# handy.
I recommend sticking with the stock size injector. We both have the same setup (MDSD headers 3.5" cat back, no cats) and using the adjustable regular I was able to easily get proper A/F ratios during testing on a dyno with a professional A/F sniffer. All this solved my lean condition and I picked up 35hp with this setup :-).
06-01-2004, 04:27 PM
#20
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35HP???? we only found about 3 hp going from 13.5:1 to about 12.5 over most of the hp curve using very sensitive air fuel measureing equip
What I was referring too was the combo of the MSDS headers, our 3.5" cat back, reconditioned injectors AND the Adjustable regulator gave us a 35hp gain and fixed the lean condition. Hope that makes more sense.
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06-01-2004, 05:13 PM
#21
Rennlist Member
Thread Starter
Originally posted by mark kibort
remember, you can clamp off one fuel regulator return line to raise pressure to a correct and safe level. we did this with Scot Graham's 82 US and it worked like a champ. Probably raises fuel pressure by about 5 -7psi based on my experience with rising rate regulators and the dyno graphs with fuel air measured.
Mk
remember, you can clamp off one fuel regulator return line to raise pressure to a correct and safe level. we did this with Scot Graham's 82 US and it worked like a champ. Probably raises fuel pressure by about 5 -7psi based on my experience with rising rate regulators and the dyno graphs with fuel air measured.
Mk
I used a single regulator setup as shown in this thread
I was looking to simplify the stock setup and keep the cost down. The regulator and required hoses cost about $150.
Also, I was having a lean condition that this corrected as measured by a WBO2 sensor.
10-25-2015, 04:11 PM
#22
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It's a long shot since I am replying to an old thread, but I have to try. I recently picked up a Euro 84 928S and found two different injectors: (6) Bosch 280-150-252's and (2) Bosch 280-150-154's. I wish I found this thread weeks ago, spent a lot of time digging for information. After reading this thread I confirmed my findings and now know the previous owner changed out (2) injectors on my 4.7L DOHC Euro with the incorrect ones meant for the SOHC 4.7L.
If you have any advice on where I might swap the two 280-150-154's for two 280-150-252's?
If you have any advice on where I might swap the two 280-150-154's for two 280-150-252's?
