Stand alone fuel pressure?
FormerVendor
Joined: Feb 2012
Posts: 634
Likes: 0
From: Waco, TX
Im sorry its mostly labor involved in the build of those.
I know that harris works jetting was a little different but here is a good starting point from our plates.
10 Second Club
Joined: Apr 2006
Posts: 225
Likes: 0
From: Southampton, NJ
The main benefit with a low pressure system versus a high pressure system is with the low pressure system you have much more room to fine tune the amount of fuel being used as the pressure is lower and each change in jet will be a finer more minute adjustment.
With high pressure it might come to a point where you go down a jet size and it's too little fuel and it's too lean and you go back up in jet and it's too much and makes it too rich. With low pressure this wouldn't happen because you have a more finite adjustment.
We had this problem on our shop car on a 104n jet we were either too rich or too lean with just a .01 change in jet size on 58psi. To alleviate this we went to a low pressure set-up with a double crossbar plate. The low pressure should allow us more finite adjustments when needed.
With high pressure it might come to a point where you go down a jet size and it's too little fuel and it's too lean and you go back up in jet and it's too much and makes it too rich. With low pressure this wouldn't happen because you have a more finite adjustment.
We had this problem on our shop car on a 104n jet we were either too rich or too lean with just a .01 change in jet size on 58psi. To alleviate this we went to a low pressure set-up with a double crossbar plate. The low pressure should allow us more finite adjustments when needed.
Even if yours didn't supply your fuel rails, at EFI fuel pressure(43psi and above) at a certain hp level you're going to run into this problem.
At lower HP levels and on an application where every tenth or hundredth of a second of e.t. doesn't count then it's not such a big deal.
10 Second Club
Joined: Apr 2006
Posts: 225
Likes: 0
From: Southampton, NJ
In our case the regulator we used also fed our fuel rails so we could not lower the fuel pressure.
Even if yours didn't supply your fuel rails, at EFI fuel pressure(43psi and above) at a certain hp level you're going to run into this problem.
At lower HP levels and on an application where every tenth or hundredth of a second of e.t. doesn't count then it's not such a big deal.
Even if yours didn't supply your fuel rails, at EFI fuel pressure(43psi and above) at a certain hp level you're going to run into this problem.
At lower HP levels and on an application where every tenth or hundredth of a second of e.t. doesn't count then it's not such a big deal.
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Verdad Gallardo cant you also just change the n20 jet to fine tune closer, i haven't ran spray on this c6 yet at the track, but have on the street about 10 passes, just a 100 shot at 58-62 lbs pressure logged all runs read plugs and wideband nx safe cell, high pressure, nx nozzle c16 tr6 and my full na race tune, know timing pulled no kr, i like the high pressure with the fast intake as to atomize and help to stop puddling in the intake, i know go with a nonprojected tip, i tried the bre7s djdnt spray but it doesnt run good na maybe to cold, like you have to put in neutral and rev to clear up, im going to try the bre6
I already said that with high pressure there comes a point when you start getting up and above 300hp worth of jet that when you're trying to use a jet change to get the reading on the plug you want or the AFR reading you want with a jet change that it either swings too far rich or too far lean with even a .01 change in jet.
High pressure pushes more fuel, with that fine minute adjustments at higher hp levels become much wider swings in fueling.
With lower pressure you don't push as much fuel so a minute .01 change in jet size will make a much smaller finite change instead of such a drastic change that higher pressure will.
Atomization is really the job of the plate or nozzle you are running and not the fuel pressure's job.
10 Second Club
Joined: Apr 2006
Posts: 225
Likes: 0
From: Southampton, NJ
No offense, but did you read my posts at all?
I already said that with high pressure there comes a point when you start getting up and above 300hp worth of jet that when you're trying to use a jet change to get the reading on the plug you want or the AFR reading you want with a jet change that it either swings too far rich or too far lean with even a .01 change in jet.
High pressure pushes more fuel, with that fine minute adjustments at higher hp levels become much wider swings in fueling.
With lower pressure you don't push as much fuel so a minute .01 change in jet size will make a much smaller finite change instead of such a drastic change that higher pressure will.
Atomization is really the job of the plate or nozzle you are running and not the fuel pressure's job.
I already said that with high pressure there comes a point when you start getting up and above 300hp worth of jet that when you're trying to use a jet change to get the reading on the plug you want or the AFR reading you want with a jet change that it either swings too far rich or too far lean with even a .01 change in jet.
High pressure pushes more fuel, with that fine minute adjustments at higher hp levels become much wider swings in fueling.
With lower pressure you don't push as much fuel so a minute .01 change in jet size will make a much smaller finite change instead of such a drastic change that higher pressure will.
Atomization is really the job of the plate or nozzle you are running and not the fuel pressure's job.
