I hope that the 1000cc injectors can be tuned to idle acceptably, I will be using them soon. Im thinking baout switching to MS because my 94 Mustang will be seeing 15psi and probly 100hp nitrous. Im thinking about possably doing a stroker kit, but we will see.
Any luck with the tuning olsonjus?
1000cc injectors? Can these be drivable?
Forum rules
Read the manual to see if your question is answered there before posting. If you have questions about MS1/Extra or MS2/Extra or other non-B&G code configuration or tuning, please post them at http://www.msextra.com The full forum rules are here: Forum Rules, be sure to read them all regularly.
Read the manual to see if your question is answered there before posting. If you have questions about MS1/Extra or MS2/Extra or other non-B&G code configuration or tuning, please post them at http://www.msextra.com The full forum rules are here: Forum Rules, be sure to read them all regularly.
If I put you out of your misery, can I have your car for the service.olsonjus wrote:My setup isn't together. My car is a on a long term build up. Going on 4 years now. Somebody shoot me
What are you doing to the car, why the long build time......and dont say money.
Im building a potent 5liter for my 94, and ill be using 100lb injectors(1000cc) Im in hopes that they will be able to get turned down enough to run smoothly. I may go with a 347 with 8:1 compression, and aim for about 350-400whp. Then im going to add 15psi, and hope for big numbers.
94 GT 5spd Custom Built Single Turbo System
92 Eclipse GSX AWD Turbo
You know the "RED" area of the tach???....Thats called..."The FUN ZONE"
92 Eclipse GSX AWD Turbo
You know the "RED" area of the tach???....Thats called..."The FUN ZONE"
I'm looking at either delphi or siemens injectors from http://www.racetronix.com
Which are better injectors?
Justin
Which are better injectors?
Justin
Well, im not really sure. Depending on which nozzel style ther is on each of them, i would say one nozzel would be better for low fuel pressure then the other. Do some research, others will have an opinion.olsonjus wrote:Which are better injectors delphi or siemens?
94 GT 5spd Custom Built Single Turbo System
92 Eclipse GSX AWD Turbo
You know the "RED" area of the tach???....Thats called..."The FUN ZONE"
92 Eclipse GSX AWD Turbo
You know the "RED" area of the tach???....Thats called..."The FUN ZONE"
Ball and Spring vs Disc:
Disc Type Injectors
The appearance of a disc injector can be like that of a pintle type injector and internally they are also similar. The main difference is on the discharge end of the injector. The nozzle can have one or more orifices or tubes through which the fuel is discharged. The disc is spring loaded against its seat. The disc is large enough to cover all of the orifices or tubes to provide a seal for the fuel. When the injector is energized, the disc is lifted and fuel sprays from the injector.
The main advantage of both ball and disc type injectors is that they are less likely to have deposits restrict fuel flow from the injector than pintle types.[/b]
Disc Type Injectors
The appearance of a disc injector can be like that of a pintle type injector and internally they are also similar. The main difference is on the discharge end of the injector. The nozzle can have one or more orifices or tubes through which the fuel is discharged. The disc is spring loaded against its seat. The disc is large enough to cover all of the orifices or tubes to provide a seal for the fuel. When the injector is energized, the disc is lifted and fuel sprays from the injector.
The main advantage of both ball and disc type injectors is that they are less likely to have deposits restrict fuel flow from the injector than pintle types.[/b]
5. Valve design
There are three basic valve designs used with variations on each: pintle, disk, and ball.
The pintle-type valve is the earliest design but still popular. And it is the design used on our cars. The solenoid lifts the pintle out of an orifice to release fuel. The problems with the pintle design include increased chance of clogging in the small orifice area, slower response time because of heavier armatures used to lift the pintle, and reduced service life.
The ball-type injector uses a ball (actually half a sphere) to seal the metering orifice, rather than a pintle. This allows the use of a lighter armature and so response time is faster than for pintle types. There is also less wear for a longer service life. The orifice can be designed with multiple openings for a wider spray pattern plus more fuel can be delivered for a given drive time.
The disk-type injector eliminates the armature and the solenoid acts directly on the flat disk through the core of the injector body. The flat disk rests on a seat that has an orifice in it. This arrangement is even lighter than the ball-type for an even faster response time. This disk and seat design also results in less deposit build up at the orifice and longer service life.
If upgrading our injectors, consider ball or disk type injectors because the faster response time of the injector (over the pintle style) should partially offset the lack of peak-hold circuitry in our setup.
There are three basic valve designs used with variations on each: pintle, disk, and ball.
The pintle-type valve is the earliest design but still popular. And it is the design used on our cars. The solenoid lifts the pintle out of an orifice to release fuel. The problems with the pintle design include increased chance of clogging in the small orifice area, slower response time because of heavier armatures used to lift the pintle, and reduced service life.
The ball-type injector uses a ball (actually half a sphere) to seal the metering orifice, rather than a pintle. This allows the use of a lighter armature and so response time is faster than for pintle types. There is also less wear for a longer service life. The orifice can be designed with multiple openings for a wider spray pattern plus more fuel can be delivered for a given drive time.
The disk-type injector eliminates the armature and the solenoid acts directly on the flat disk through the core of the injector body. The flat disk rests on a seat that has an orifice in it. This arrangement is even lighter than the ball-type for an even faster response time. This disk and seat design also results in less deposit build up at the orifice and longer service life.
If upgrading our injectors, consider ball or disk type injectors because the faster response time of the injector (over the pintle style) should partially offset the lack of peak-hold circuitry in our setup.
Ypu should be able to run them. I am using a set of 1000cc injectors on my saturn. Pulse withd idle is from 1.000-1.100ms. They are a bit of a pain in the arse to get running if you have never worked with a megasuirt, but hey, I like punishment.
What I did was get it running...no matter how bad it was, even if I had to hold my foot on the gas pedal. After its running, you can go to your VE table (the spread shett page. not the tunign page) and kept transforming the table by .8 until the fuel levels came down until it ran stronger and stronger. Once it ran strong enough, the o2 started to heat up to proper temp and I could see what was going on.
What I did was get it running...no matter how bad it was, even if I had to hold my foot on the gas pedal. After its running, you can go to your VE table (the spread shett page. not the tunign page) and kept transforming the table by .8 until the fuel levels came down until it ran stronger and stronger. Once it ran strong enough, the o2 started to heat up to proper temp and I could see what was going on.