Homer Posted September 21, 2012 Report Share Posted September 21, 2012 I don't get why people are so bound and determined to run low z injectors to begin with... I guess maybe they're cheap. Otherwise, form a performance standpoint I see no compelling reason to ever run them instead of a modern set of hi z injectors. The last 2 generations of bosch injectors have been hi z. If low z injectors were really worth bothering with, I think bosch would know... Just MO.. Only reason I am is price. Otherwise I can think of no other compelling reason to run them. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted September 22, 2012 Author Report Share Posted September 22, 2012 These are the fuel maps - I started with this from my 18psi map enriched the upper areas, helped, but still somewhat lean at 58-6200rpm, and an annoying dip in boost so, I put some more fuel in there... getting better. Timing looks OK, raised the Apexi feedback settings for 3rd,4th & 5th to try & level off the boost, seems better but a little under requested. Timing map 2nd,3rd pull Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted September 26, 2012 Author Report Share Posted September 26, 2012 Had to modify the TT COP module - replaced the power relay circuit with a Volvo 30A relay. Had some issues getting stable boost the past few days. Had to play with the Apexi feedback settings - I was trying to compensate for the 1-1.5psi pressure drop over the length of many logs that I have since switching to the external WG, so I tried raising the feedback setting, that just resulted in cycling overboost & dropoff. Dropped the feedback down to 3/10 for each gear setting, and now it is stable, but.... drops off again. I have also determined that the reported boost is still almost 2psi under actual, I can't figure out how to adjust the scaling in Logworks to make it more accurate. Timing values are good, it seems. Hit 89% injector duty cycle Quote Link to comment Share on other sites More sharing options...
laird Posted September 26, 2012 Report Share Posted September 26, 2012 It looks to me like your EGTs are better in the second run. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted September 26, 2012 Author Report Share Posted September 26, 2012 It looks to me like your EGTs are better in the second run. There's about a 100º increase in either run - the lower gear pull just started off at a lower temp. There's also about a 25º increase in IAT over the length of either log. Now that the boost is relatively stable, I will try a comparison WI run to see if it drops IAT's to any noticeable extent. I wondering whether the proximity of the #5 exhaust runner to the compressor outlet is having a negative impact, or if the heat transfer there is really negligible when moving, they almost touch. I'm also wondering whether the make much difference here - the core size of the 600HP Garrett is significantly smaller than the IC I have now. Quote Link to comment Share on other sites More sharing options...
Volvo5.0 Posted September 26, 2012 Report Share Posted September 26, 2012 Now that the boost is relatively stable, I will try a comparison WI run to see if it drops IAT's to any noticeable extent. I'm also wondering whether the high density core IC would make much difference here - the core size of the 600HP Garrett is significantly smaller than the IC I have now. Just my guess, but I bet the addition of WI and a better IC will net you a VERY noticeable reduction in IAT's. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted September 26, 2012 Author Report Share Posted September 26, 2012 Just my guess, but I bet the addition of WI and a better IC will net you a VERY noticeable reduction in IAT's. This is the thing - when I run the WI, I don't see any change in recorded IAT's - the problem is, I'm using the fucking GM IAT, and I've never been able to get an accurate scaling in Logworks, so I don't really know how accurate the logged temp increase is. The additional probes I have in the intake tract (hotside/coldside/airbox) that display on the info center don't respond quickly enough for me to compare values. I'm wondering if I can adapt a Bosch sensor to fit the NPT port, at least with them, you can get accurate temp/resistance charts to plot an accurate curve. Before I switch out the IC, I really want to know if my temps really are rising as much as they seem to. Quote Link to comment Share on other sites More sharing options...
JCviggen Posted September 26, 2012 Report Share Posted September 26, 2012 I wondering whether the proximity of the #5 exhaust runner to the compressor outlet is having a negative impact, or if the heat transfer there is really negligible when moving, they almost touch Should be negligible...air is a poor heat conductor + the high velocity of the air moving through the short distance of the compressor outlet (which is rather wide...not like a radiator) means nothing to worry about. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted September 26, 2012 Author Report Share Posted September 26, 2012 ^ Thanks for the input, JC. Modified a Volvo IAT to fit in the 3/8"NPT bung I have installed. Drill out a 3/8" fitting Heat-welded the IAT in place, sealed flange Wiring loom I just have to unplug the existing GM harness adaptor - I made it removable in preparation for switching to VEMS. I also just located the values for this sensor: 60ºC = 1.420K 77ºC = .810K 87ºC= .540K Some interesting IC reading: excerpt: Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted September 30, 2012 Author Report Share Posted September 30, 2012 Kpax engine bay - medium density IC. Nice Air Intake! had a nice chat with one of the crew. Many ideas here! Sensors up the wazoo, you name it, there's a sensor montoring it. So, I need to build a oversize fuel rail - to help keep fuel temps down - - I didn't realize that was the rationale behind it Prompted me to finish the front inlet to my air box when I did the last bumper mod, I sectioned the bumper channel so that air is funneled through to this... 1 Quote Link to comment Share on other sites More sharing options...
andyb5 Posted September 30, 2012 Report Share Posted September 30, 2012 H, here's a Nuke Performance billet fuel rail from Sweden. The description says the internal diameter is bigger than the stock rail, but I don't know much more than that. http://xtremt.se/?artnr=300201&cat_id=945 Quote Link to comment Share on other sites More sharing options...
Captain Bondo Posted October 1, 2012 Report Share Posted October 1, 2012 The ME7 style fuel rail is wide open inside. I can't see how it could be improved, or for that matter why it's need improvement. Mine worked fine with 1000cc injectors and 540whp... Quote Link to comment Share on other sites More sharing options...
Johann Posted October 1, 2012 Report Share Posted October 1, 2012 The ME7 style fuel rail is wide open inside. I can't see how it could be improved, or for that matter why it's need improvement. Mine worked fine with 1000cc injectors and 540whp... That's what I said.. I can imagine the aftermarket rail can be somewhat more useable with the AN fittings instead of the proprietary volvo stuff when building an aftermarket fuel setup. Quote Link to comment Share on other sites More sharing options...
Captain Bondo Posted October 1, 2012 Report Share Posted October 1, 2012 That's what I said.. I can imagine the aftermarket rail can be somewhat more useable with the AN fittings instead of the proprietary volvo stuff when building an aftermarket fuel setup. Extremely simple to just put aluminum AN fittings on an ME7 rail, though. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted October 1, 2012 Author Report Share Posted October 1, 2012 The ME7 style fuel rail is wide open inside. I can't see how it could be improved, or for that matter why it's need improvement. Mine worked fine with 1000cc injectors and 540whp... Good to know. I don't expect to be making that much power with the AWD, VEMS or no. I have an ME7 rail - it looks identical to the 4.4 rail except for the lack of end fittings. I PM'd Nathan about this, and he also didn't see any reason to increase ID other than for flow. I might make one with a slightly larger ID, just for experimentation. Quote Link to comment Share on other sites More sharing options...
Recommended Posts
Join the conversation
You can post now and register later. If you have an account, sign in now to post with your account.