Fuel System questions...
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From: Olmsted Falls, OH
Re: Fuel System questions... a single walbro in the tank can go a long way.
On stock lines, SVO 42's, a single walrbo, and 1:1 rising, i was able to push about 550 RWHP. a little over that and i start to run out of pump.
Hot wired the pump, and boosted the alternator ouput. And now i'm OK.
It's all going and being replaced bigger and better.
Hello 72# injectors <img src="gr_grin.gif" border="0">
On stock lines, SVO 42's, a single walrbo, and 1:1 rising, i was able to push about 550 RWHP. a little over that and i start to run out of pump.
Hot wired the pump, and boosted the alternator ouput. And now i'm OK.
It's all going and being replaced bigger and better.
Hello 72# injectors <img src="gr_grin.gif" border="0">
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From: Austin, TX
Re: Fuel System questions... Harlan, have you figured out how to get your PCM to recognize low impedence injectors? Theres something a lot of guys would be interested in.
Thanks Rock...I have no idea what Im doing yet, but I think Ill give GWP a call and hear their suggestions.
Ryan
Thanks Rock...I have no idea what Im doing yet, but I think Ill give GWP a call and hear their suggestions.
Ryan
Re: Fuel System questions... If you're interested in a low impedance driver setup, LJ (Jeff Stevens) has started building them. He's running this in his LT1 car, and I know he's building a few more for others. I'm not sure about them being a plug and play install, but it could be adapted...
See http://para.noid.org/~lj/KRUD/KRUD.htm
-Andrew
[ January 11, 2002: Message edited by: Camaroholic ]</p>
See http://para.noid.org/~lj/KRUD/KRUD.htm
-Andrew
[ January 11, 2002: Message edited by: Camaroholic ]</p>
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From: Olmsted Falls, OH
Re: Fuel System questions... LOL
I've got my own version of the same interface box <img src="gr_stretch.gif" border="0">
and judging by the component selection (even though he sanded the P/N's off <img src="graemlins/gr_judge.gif" border="0" alt="[judgement]" /> ) it's the same idea/circuit
although w/ proper heatsinking, the fan isn't needed <img src="gr_stretch.gif" border="0">
I've got my own version of the same interface box <img src="gr_stretch.gif" border="0">
and judging by the component selection (even though he sanded the P/N's off <img src="graemlins/gr_judge.gif" border="0" alt="[judgement]" /> ) it's the same idea/circuit
although w/ proper heatsinking, the fan isn't needed <img src="gr_stretch.gif" border="0">
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From: Tulsa OK
Re: Fuel System questions... SSU Moderator
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From: Austin, TX
Fuel System questions... Im contemplating the "tuner kit" and will subsequently have to build my own fuel system. Now i want 7-9psi if it is possible on 93 octane with LT's and no cats. Is this the 3.4" pulley? 3.2"? Ok, fuel system, I was thinking a second inline pump that activates depending on manifold pressure or the same kind if setup with 2 Walbro's in the tank, i.e. one on all the time and one helping at high boost. That along with Ed Wright Tuning and SVO 42.5# injectors. Sound good? Should i go with less pump? A rising rate regulator in stead of having the tuning do it? suggestions?
Ryan
Ryan
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From: Woodlyn, PA
Re: Fuel System questions... Im contemplating the "tuner kit" and will subsequently have to build my own fuel system. Now i want 7-9psi if it is possible on 93 octane with LT's and no cats. Is this the 3.4" pulley? 3.2"?
I see 6 psi at 6000RPM with the 3.4" pulley. I have no engine or exhaust mods.
Ok, fuel system, I was thinking a second inline pump that activates depending on manifold pressure or the same kind if setup with 2 Walbro's in the tank, i.e. one on all the time and one helping at high boost.
That along with Ed Wright Tuning and SVO 42.5# injectors. Sound good? Should i go with less pump? A rising rate regulator in stead of having the tuning do it? suggestions?
This is pretty much a GWP setup you have in mind. Though I'd like the prices of upgrades for our cars to come down I also don't want to **** Jason off by giving you his exact formula. Bound to happen eventually I'm sure though.
One suggestion: if you plan to make real power it might be a good idea to just go with an aeromotive sytem and get rid of the stock pump, using 2 fuel filters, -10 all the way up to a Y where -6 goes to each fuel rail, and use the stock lines as a return. Just an idea. Prolly not necessary till above 550 RWHP though.
I see 6 psi at 6000RPM with the 3.4" pulley. I have no engine or exhaust mods.
Ok, fuel system, I was thinking a second inline pump that activates depending on manifold pressure or the same kind if setup with 2 Walbro's in the tank, i.e. one on all the time and one helping at high boost.
That along with Ed Wright Tuning and SVO 42.5# injectors. Sound good? Should i go with less pump? A rising rate regulator in stead of having the tuning do it? suggestions?
This is pretty much a GWP setup you have in mind. Though I'd like the prices of upgrades for our cars to come down I also don't want to **** Jason off by giving you his exact formula. Bound to happen eventually I'm sure though.
One suggestion: if you plan to make real power it might be a good idea to just go with an aeromotive sytem and get rid of the stock pump, using 2 fuel filters, -10 all the way up to a Y where -6 goes to each fuel rail, and use the stock lines as a return. Just an idea. Prolly not necessary till above 550 RWHP though.
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Teching In
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From: Dallas
Re: Fuel System questions... Driver swaps, hot wire kits, and "double pumpers" are old school....Turbo Buick guys have been doing that since Moses wore a letter jacket <img src="gr_grin.gif" border="0">
The next question is....why not do the math and figure out EXACTLY what you need? Rather than spend cash unnecessarily, buy what you need with a little room to grow. IE...going from 42s to 72s......huge step and part throttle will fly out the window on a tweaked stock PCM. Likewise with the pump....don't buy a Weldon with a controller if you don't need it.
[ January 15, 2002: Message edited by: HouseofSpeed ]</p>
The next question is....why not do the math and figure out EXACTLY what you need? Rather than spend cash unnecessarily, buy what you need with a little room to grow. IE...going from 42s to 72s......huge step and part throttle will fly out the window on a tweaked stock PCM. Likewise with the pump....don't buy a Weldon with a controller if you don't need it.
[ January 15, 2002: Message edited by: HouseofSpeed ]</p>
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Verdad Gallardo Thread Starter
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From: Olmsted Falls, OH
Re: Fuel System questions... [quote]Originally posted by HouseofSpeed:
<strong>Driver swaps, hot wire kits, and "double pumpers" are old school....Turbo Buick guys have been doing that since Moses wore a letter jacket <img src="gr_grin.gif" border="0">
The next question is....why not do the math and figure out EXACTLY what you need? Rather than spend cash unnecessarily, buy what you need with a little room to grow. IE...going from 42s to 72s......huge step and part throttle will fly out the window on a tweaked stock PCM. Likewise with the pump....don't buy a Weldon with a controller if you don't need it.
[ January 15, 2002: Message edited by: HouseofSpeed ]</strong><hr></blockquote>
I know, i have a few friends that are well schooled in the art of the GN <img src="gr_grin.gif" border="0">
I have run the numbers <img src="gr_stretch.gif" border="0"> I'm hitting over 95% on my 42's now, and that's at a higher base pressure than they're rated for. my new goals will need 72's at 45psi base pressure to hit what i want. And that's 85% duty. I need a massive pump due to the flow needs under boost. that's alot of fuel at higher pressures.
as for a tweaked PCM, i'm not worried <img src="gr_stretch.gif" border="0">
<strong>Driver swaps, hot wire kits, and "double pumpers" are old school....Turbo Buick guys have been doing that since Moses wore a letter jacket <img src="gr_grin.gif" border="0">
The next question is....why not do the math and figure out EXACTLY what you need? Rather than spend cash unnecessarily, buy what you need with a little room to grow. IE...going from 42s to 72s......huge step and part throttle will fly out the window on a tweaked stock PCM. Likewise with the pump....don't buy a Weldon with a controller if you don't need it.
[ January 15, 2002: Message edited by: HouseofSpeed ]</strong><hr></blockquote>
I know, i have a few friends that are well schooled in the art of the GN <img src="gr_grin.gif" border="0">
I have run the numbers <img src="gr_stretch.gif" border="0"> I'm hitting over 95% on my 42's now, and that's at a higher base pressure than they're rated for. my new goals will need 72's at 45psi base pressure to hit what i want. And that's 85% duty. I need a massive pump due to the flow needs under boost. that's alot of fuel at higher pressures.
as for a tweaked PCM, i'm not worried <img src="gr_stretch.gif" border="0">
Teching In
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From: Dallas
Re: Fuel System questions... Hmmmm....I am figuring a 50#er would get you 700 CHP (crank)...assuming .5 BSFC and 85% DC. SO, are you shooting for 1000 at the crank??? That would be about a 72#er....and pretty impressive for a modified PCM.
Let us in on the secret....
Let us in on the secret....
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From: Olmsted Falls, OH
Re: Fuel System questions... [quote]Originally posted by HouseofSpeed:
<strong>Hmmmm....I am figuring a 50#er would get you 700 CHP (crank)...assuming .5 BSFC and 85% DC. SO, are you shooting for 1000 at the crank??? That would be about a 72#er....and pretty impressive for a modified PCM.
Let us in on the secret....</strong><hr></blockquote>
well, not sure exactly on your math but...
here's mine
SVO 42's, rated at 3 BAR (43ish psi)
Running them at 4 BAR base pressure, they are about 48.5 lb/hr
at 95%, they are about 46 #/hr, 8 injectors, BSFC is about .55 for me. From the numbers i've got through out the development that's pretty close. That should be in the neighborhood of 670 FWHP.
I read between 490 g/s and 500 g/s of airflow now, that's about 64 lb/min to 66 lb/min, or roughly 650 FWHP. I saw those numbers on the dyno pull, 584RWHP and 660 RWTQ, peak of nearly 13psi, and steady state of 11 psi and the end of the run has me at 19.5 ms pulse widths at 6000 RPM. that 97% DC.
I loose about 50HP to 75HP, from the motor to the tire. I want to run a lower base pressure to ease the pump's job. The goal is 800+ to the tire, with the plus being the key factor. I'm planning to see what i can do w/ the current turbos, then go bigger.
The numbers i run give me about 900 at the motor w/ 72's at the rated pressure and 85%. With the right pump, i'll have room to grow w/ the available duty cycle, and the extra 15 of pressure i have to work with.
I really don't think it's all that impressive to make that power on a tweaked PCM.
<strong>Hmmmm....I am figuring a 50#er would get you 700 CHP (crank)...assuming .5 BSFC and 85% DC. SO, are you shooting for 1000 at the crank??? That would be about a 72#er....and pretty impressive for a modified PCM.
Let us in on the secret....</strong><hr></blockquote>
well, not sure exactly on your math but...
here's mine
SVO 42's, rated at 3 BAR (43ish psi)
Running them at 4 BAR base pressure, they are about 48.5 lb/hr
at 95%, they are about 46 #/hr, 8 injectors, BSFC is about .55 for me. From the numbers i've got through out the development that's pretty close. That should be in the neighborhood of 670 FWHP.
I read between 490 g/s and 500 g/s of airflow now, that's about 64 lb/min to 66 lb/min, or roughly 650 FWHP. I saw those numbers on the dyno pull, 584RWHP and 660 RWTQ, peak of nearly 13psi, and steady state of 11 psi and the end of the run has me at 19.5 ms pulse widths at 6000 RPM. that 97% DC.
I loose about 50HP to 75HP, from the motor to the tire. I want to run a lower base pressure to ease the pump's job. The goal is 800+ to the tire, with the plus being the key factor. I'm planning to see what i can do w/ the current turbos, then go bigger.
The numbers i run give me about 900 at the motor w/ 72's at the rated pressure and 85%. With the right pump, i'll have room to grow w/ the available duty cycle, and the extra 15 of pressure i have to work with.
I really don't think it's all that impressive to make that power on a tweaked PCM.