E85 and Injectors??
03-04-2014, 06:50 PM
#16
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Thread Starter
This is on E85 105 Oct. We are changing to 116 Octane but hope that this new brand of fuel works better than the last. Don't have access to Rocket fuel to upgrade any higher from that Reno.
It's not the octane that is the problem, it's the compatibility of the inj to run with E85.
It's not the octane that is the problem, it's the compatibility of the inj to run with E85.
03-04-2014, 06:54 PM
#17
Rennlist Member
Thread Starter
Could do it but have just spent a bit of money getting the current setup to fit properly. Twin Injs may be the longer term solution though.
03-05-2014, 01:20 AM
#18
Race Car
I haven't looked recently, but the DSM locals were having quite a few issues with gumming them up.
I havn't had any issues with the style Josh supplied me.
IIRC the guys running the larger injectors were more prone to gumming. I think it may be due to heat and the dribble effect at idle.
I'll see if I can dig up[ any info Patrick.
I havn't had any issues with the style Josh supplied me.
IIRC the guys running the larger injectors were more prone to gumming. I think it may be due to heat and the dribble effect at idle.
I'll see if I can dig up[ any info Patrick.
03-05-2014, 03:56 AM
#19
Rennlist Member
Thread Starter
Essentially the factors that I'm reading about repeatedly are as follows:
-MTBE in some blends of E85. Seems more common in Sucrogen based fuels.
-Injs running dry when not in use for sustained periods of time.
-Need to flush with normal pump and then keep them in a bag and lubed.
-Run a 'top of motor' fuel additive. http://tinyurl.com/lj4otm5
-Pintle style better than plate.
-Don't clean them via pulsing, just bath.
Seem to be getting some people who have had no trouble with the ID's where other's have had repeated issues and hate them. Saw these but they're low impedance. I'm advised that we should stick with High.
http://store.034motorsport.com/210lb...impedance.html
-MTBE in some blends of E85. Seems more common in Sucrogen based fuels.
-Injs running dry when not in use for sustained periods of time.
-Need to flush with normal pump and then keep them in a bag and lubed.
-Run a 'top of motor' fuel additive. http://tinyurl.com/lj4otm5
-Pintle style better than plate.
-Don't clean them via pulsing, just bath.
Seem to be getting some people who have had no trouble with the ID's where other's have had repeated issues and hate them. Saw these but they're low impedance. I'm advised that we should stick with High.
http://store.034motorsport.com/210lb...impedance.html
03-05-2014, 05:12 AM
#20
Professional Hoon
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Found this:
Peak and Hold:
Peak/hold injectors are low impedence, usually in the 1-4 ohm range. When the ecu calls for fuel to be injected, it sends out voltage via the wire clips until a certain current level is reached (the peak part) (varies by injector size, company). For the duration of 1 pulse width, that current is slightly reduced and held (the hold part).
Advantages of this design:
minimizes the injectors "on" time, resulting in faster response
Disadvantages of this design:
increases coil heat, which can lead to failure over time
Saturated:
Saturated injectors are generally higher impedence than peak and hold, running in about the 10-15 ohms range. Unlike peak/hold, a saturated injector remains "on" for the entire pulse width.
Advantages of this design:
reduces heat
Disadvantages of this design:
slower response time
can't handel large CC or lb/hr styles due to limitations in its speed.
Peak/hold injectors are low impedence, usually in the 1-4 ohm range. When the ecu calls for fuel to be injected, it sends out voltage via the wire clips until a certain current level is reached (the peak part) (varies by injector size, company). For the duration of 1 pulse width, that current is slightly reduced and held (the hold part).
Advantages of this design:
minimizes the injectors "on" time, resulting in faster response
Disadvantages of this design:
increases coil heat, which can lead to failure over time
Saturated:
Saturated injectors are generally higher impedence than peak and hold, running in about the 10-15 ohms range. Unlike peak/hold, a saturated injector remains "on" for the entire pulse width.
Advantages of this design:
reduces heat
Disadvantages of this design:
slower response time
can't handel large CC or lb/hr styles due to limitations in its speed.
Last edited by Paulyy; 03-05-2014 at 06:50 AM.
03-05-2014, 04:43 PM
#22
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Siemens Deka's suck , very poor idle poor spray pattern and they are a copy of the Lucas injectors which also sucked.
You need Bosch Motorsport EV 14 injectors not drilled Vendor Ev 14's that started out as 55 pounders.....
If I have time I will look up some part numbers for you.... Disclaimer , they are $$$
You need Bosch Motorsport EV 14 injectors not drilled Vendor Ev 14's that started out as 55 pounders.....
If I have time I will look up some part numbers for you.... Disclaimer , they are $$$
03-05-2014, 06:00 PM
#24
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Thread Starter
Just seems to be 180o polarising opinions on these. Apparently the injs worked ok at the dyno last night. Will have them checked again today.
03-05-2014, 07:50 PM
#25
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Just seems to be 180o polarising opinions on these. Apparently the injs worked ok at the dyno last night. Will have them checked again today.
PS Good luck on solving the problem - or it not appearing- before the weekend.
03-05-2014, 09:22 PM
#26
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Thread Starter
Lol at the Polariser.
We’re testing the injs today but apparently they worked ok last night at dyno. Looks like there’s going to be plenty of rain at Wakefield anyway. Damn…been a drought for months and months down there and the first meeting it’s raining!
Oh well, could be worse. Could be a Farmer.
We’re testing the injs today but apparently they worked ok last night at dyno. Looks like there’s going to be plenty of rain at Wakefield anyway. Damn…been a drought for months and months down there and the first meeting it’s raining!
Oh well, could be worse. Could be a Farmer.
03-05-2014, 11:29 PM
#28
Rennlist Member
Thread Starter
Yes, we finally went back with the new GTX3582 last night. Well I wasn't there but according to the operator he was very pleased with the change of turbos. Unfortunately comparing charts to the previous BW hybrid doesn't look to have yeilded any improvements but I'm lead to believe that they did it on different ramp rates for some reason. So again, it's just over 500hp to the wheels with it nosing off at 6k.
They did say they were able to get a bit more ign into it this time but I haven't got those maps yet.
As you can imagine, I'm very interested in what you find with your intake this week Shawn! :-)
They did say they were able to get a bit more ign into it this time but I haven't got those maps yet.
As you can imagine, I'm very interested in what you find with your intake this week Shawn! :-)
03-06-2014, 12:31 AM
#30
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Thread Starter
Thanks David. Unfortunatly they're about 45% too small for my application but glad to hear you've had good experience at least on your car. :-)