Jump to content
SAU Community

Recommended Posts

I agree with inark.

What fuel are you using?

I would put the car on the dyno to check your air/fuel mixtures, this will also determine the duty cycle of you injectors.

Before i put my fmic, wolf ecu and cold air intake i was running 13psi boost and making 183rwkw without detonation.

Now i am making 210rwkw without touching the fueling system.

If you still think it is a fuel supply problem, install a fuel regulator b4 you replace the injectors.

well anything you can DIY if you spend the time.. I am sure you could get to the injectors if you pulled the intake plenum off, and then other various bits and pieces but it would take time. But I don't think that is your problem.

Just get a fmic - she'll then be sweet..as the prob most likely is the air going into your intake and thefore the combustion process is not cool enough. Therefore the air is too hot and more prone to pre-igniting -> detonation

See how much power you are putting out before deciding what else you need to do. You're not going to get much more than about 11psi anyway on the standard turb. If you get to 170-190 at the wheels i'd be happy with that until you want to go the next step and install a bigger turbo and things. Then you'll need to put aside about 3k or more for the turbo and some sort of aftermarket ECU or addon.

check the plugs Nath, also a service.

you ain't done that since you got it so thats the best start point.

I've gotta do a service/plugs too before i do much more.

so if ya wanna try potter around together one day then we can ?

But you should be able to squeeze 11 out of it without problems.

but start with plugs and then see.

Guest INASNT

there is no way u r gonna need new injectors with your current setup.

I am getitng sum new 600cc injectors to go with my new setup and they r gonna cost be about $900. I suggest u buy those 600c injectors for $900 and then when u realise they r 2 big for your setup u can sell them to me for half price. :( Deal?

high flow an injector is easy if you think about it - you just increase the squirter hole a bit, which increases the amount of spray, which increases the amount of flow you get. Apparently you can highflow the standard ones and get 10-20% more out of them.

hmmm..denham, what sort of sillyness are you going now? You're going for 500hp or something silly aren't ya?

Guest INASNT
Originally posted by predator666

high flow an injector is easy if you think about it - you just increase the squirter hole a bit, which increases the amount of spray, which increases the amount of flow you get. Apparently you can highflow the standard ones and get 10-20% more out of them.

hmmm..denham, what sort of sillyness are you going now? You're going for 500hp or something silly aren't ya?

close 400hp at engine

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

  • Latest Posts

    • From my youth: GTi-R clutch change is a massive pain. The gearboxes are fragile? But the car is super cool and I want one 😢 
    • Remember this is 1988 tech.
    • Driveline vibration is resolved. I ended up loosening all my engine mount and trans mount bolts, giving it a good shake then retightening everything and it's gone... Let's just say I was surprised that fixed it.  I've been happily driving it around again but unfortunately put zero time into my direct port/constant pressure WMI setup. I'm on vacation next week, so I'll try and finalize it then.  On a different note, I spent all week fuel/ignition mapping 2x 216L V16 engines. Turbo's were burning glycol and we swapped them out for larger units. We also had planned emissions testing on site, so I figured I'd be there the same week to use their instrumentation and massage any emissions issues out if needed. This was a first for me. Fuel management is similar in certain ways to automotive (i.e air density as load variable) but very different in others. It's all PLC based and AFR's are controlled by air and not fuel. They use a control valve between the turbo and air manifold to control pressure which in turn controls AFR's. Due to this, target AFR tables supplied by the OEM are in pressures and not mass which really through me off. They use air pressure vs fuel pressure tables. I also relied on an O2 concentration sensor the emissions team had in the exhaust. Ignition timing was also all over the place and we were losing a fair bit of power. They're now happily sitting at 16-40BTDC depending on load. We were making about 1600kw at 900rpm at 90% load. Engines were running a lot smoother as well.    
    • heh, aint no R32 ever meeting modern targa cage rules unless the driver is veeeery short OP, good luck with the sale, since its already in the land of freedom I'm sure you will find a good buyer.
    • meh, it was a good video, clear about the issue and how he dealt with it. A bit heavy on the RTV and very brave to put an RB in anything without rebuilding it first, but otherwise I thought it was good Dose, I'm not sure that having the pickup forward is a big issue; yes of course the oil could shift under brakes but the sump should never be empty enough for that to be a problem (unless you also have a higher volume oil pump, and that oil can't return from the head to the sump quickly enough)
×
×
  • Create New...