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Just went 55 pages on this build and havnt even received a wot pull vid!! That big of a stall im not to worried about numbers but would like to see some track times!!
Just went 55 pages on this build and havnt even received a wot pull vid!! That big of a stall im not to worried about numbers but would like to see some track times!!
Yeah yeah. I'll get you some videos. It's been raining like nonstop since March here.
Also, I have a fuel pressure issue at higher RPMs. Pulled the pump assembly today to look it over. Looks okay, but I'll pressure test the in-tank line. If that checks out, I'll be buying a new pump. It doesn't hold any pressure in the line (why my cold starts suck) and drops 20+psi at higher RPM (why I've had to enrichen the **** out of my tune). But holds a nice 60psi at idle and part throttle.
Also, I have a fuel pressure issue at higher RPMs. Pulled the pump assembly today to look it over. Looks okay, but I'll pressure test the in-tank line. If that checks out, I'll be buying a new pump. It doesn't hold any pressure in the line (why my cold starts suck) and drops 20+psi at higher RPM (why I've had to enrichen the **** out of my tune). But holds a nice 60psi at idle and part throttle.
?!
When under a load is the pump just taxing the electronics that are feeding it and therefor losing vane speed and ultimately pressure..???
Hotwire kit from Racetronix. Wired directly to the alternator.
So I would assume it's not that. But who knows. The search continues. I was wondering why my VE table looked like **** in the upper RPMs at higher kPas. No way this thing was pulling enough HP for those numbers to be in the 140s.
I cut out the trap door for the fuel tank. I didn't know why I was losing pressure so I knew it was either the line in the tank from the pump or the pump itself - so I wanted easy access if I had to pull pump more than once.
Turns out it was the line. Got that all fixed up and it's holding fuel pressure on startup, showing 62 at idle and 58 at WOT (though my gauge is crap, so I still need to verify this with another crap gauge or two). I just need to finish fabricating the trap door. Pics soon.
I also decided to swap in smaller injectors, which will be here this week.
I decided to buy the 2009-2014 6.2L L9H Flex Fuel injector (PN 12609749). It is a 42lbs injector @ 3-bar and 50lbs @ 4-bar. It's a reasonably priced injector even when purchased new (much cheaper than the LS3). It is the 34mm, LS3 sized injector, so I bought the LS3 to LS2 top mounted spacers from FIC to go with it (since I'm running the FAST and it uses LS2 sized injectors).
I have the tuning data from a 2009 Escalade L9H Flex Fuel tune which was converted to the LS1 PCM.
These are basically bigger versions of the LS3 with GM data on them and are much cheaper new. So they are a good option for anyone needing a cheap injector. And being that they are LS3 length, they'll fit any setup - 34mm LS3, 48mm LS2, or 60mm LS1 with the proper spacers.
I'll log with the wideband and see how things are looking. Hopeful with the pump sorted and the new injectors I can do 2-3 datalogs and have car damn near perfect. I'll re-enable the MAF, and then I'm off to the dyno.
I just need to bleed the brakes once more (almost there with them), fix my pinion angle, and clearance the trans x-member for the exhaust (they are bumping and grinding going down the road).
Oh, and I'll make a nice long WOT blast video or two as well.
Okay... Flex Fuel injectors in... see attached pics. Started up the tune with the new injector data and WHAMMO. I'm 9% rich at idle. Why rich? Well, I talked to FIC. My old injectors were the OE Ford GT500 Bosch injectors. 47lbs. So I'm not sure the data they provide is right (it differs from Ford and Greg Banish's data). Plus, it's a dual cone spray pattern designed for a DOHC setup.
I believe going with accurate injector data and an injector designed for my heads is causing me to use less fuel. As there isn't a need to overspray in an attempt to get enough to atomize... with the GT500s I think excess was making it on the wall and wasn't burning.
Why do I think that? The car is a lot smoother now. The downside is I don't have a set of flow-matched injectors anymore. I plan to log my bank to bank STFT to see what happens...
And now the pics:
All 8 L9H injectors ready to go... with the Minimeter to USCAR connector installed, FIC top mount spacer for LS3 injectors, and correct lower o-rings.
cool update Jake...what will the LBS/HR be on these at your pressure/s ?
are you running 58-60 psi fuel pressure range ?
I would imagine these to be capable of feeding about 500 rear wheel range or do you think more yet ?
They show as a 50lbs injector @ 4-bar. They are a true 42lbs injector @ 3-bar. So these would be good for probably 550rwhp. I wanted to go with something a little bigger than the LS3s (which are 42lbs @ 4-bar) since I don't want to swap injectors again when I go with a 416 eventually.
The Bosch GT500 injectors were 60lbs @ 4-bar and would have been good with pretty much any NA setup I could think of using that didn't involve sheet metal intakes and solid roller cams. Really the issue there is in the transient fueling tables. I was overshooting rich on tip in and tip out and adjusting that would have taken some time. So I will try to sell these to some Ford guys as I don't think these work as well for our heads.
I'll probably have track times before dyno numbers. Been working on a huge project and traveling around so I haven't had a chance to do anything all summer after fixing my fueling issues.
I have the L9H Flex Fuel Injectors... 42lbs @ 3-bar and 50 @ 4-bar. I bought them as I didn't need huge huge injectors for a heads/cam build and they gave me headroom for a 416.
02-12-2015 | 06:27 PM
