Jump to content
SAU Community

Recommended Posts

Are you 100% sure that z32 result wasn't gtx2860s?

Anyway you seem to be possibly missing his point about using a Japanese car that has been sold in both markets then getting tuned with a stockish setup to compare general dyno numbers

Im 110% sure because i know what shop built it and the owner too. He has gtx2863s now making 565rwkw.

  • 2 weeks later...

Based on Injector Dynamics own data, the nominal flow rate of their ID1000 is 1015cc at a base pressure of 43.5psi. The car in question, based on the data provided by the owner and tuner is running 58psi base pressure. This is just shy of a nominal flow rate of 1180cc. Add 25psi boost, and as previously stated, we are looking at 83psi peak fuel pressure. According to Injector Dynamics that is a touch under a nominal flow rate of 1390cc. At 83psi the injectors are safely within the ID1000 maximum fuel pressure rating.

I assume the fuel system consists of appropriately rated dual feed lines and return fuel line, to go with the twin Walbro 400hp E85 pumps and preferably a twin-entry rail. All assisting the set-up to reach the nominal rating.

Using this data and running it through some very rough E85 specific injector calculations (1390cc x 6 = 8340cc / 11 = 758hp) we can see that ID1000 injectors are capable of supporting approximately 750hp in this specific example.

That's 750 at the flywheel, does this car have such an awesome drive train that it is capable of almost zero loss?

Also the turbos are rated at 700hp at the fly wheel and has managed to surpass that at the wheels, but then again we are talking about American pony power and not Australian horse power

  • Haha 1

Based on Injector Dynamics own data, the nominal flow rate of their ID1000 is 1015cc at a base pressure of 43.5psi. The car in question, based on the data provided by the owner and tuner is running 58psi base pressure. This is just shy of a nominal flow rate of 1180cc. Add 25psi boost, and as previously stated, we are looking at 83psi peak fuel pressure. According to Injector Dynamics that is a touch under a nominal flow rate of 1390cc. At 83psi the injectors are safely within the ID1000 maximum fuel pressure rating.

That's now how injector pressure works...

if the fuel pump is supplying 83psi, and the boost pressure is 25psi, the pressure across the injector is 58 psi, so the flow rate will be the 1180cc pressure you mentioned. Which isn't enough fuel to flow the quoted power figure, etc.

Of course it is 750hp at the engine. I thought that was obvious.

As for the rest of the debate, I'm not weighing in. I am merely pointing out the capability of a set of 6 ID1000 injectors.

Looks like back to basics for me then. I assumed (incorrectly it would seem) that base pressure is set on the regulator. In this case 58psi. Then assuming a 1:1 rising rate regulator each pound of boost will equal 1 pound of additional fuel pressure. At 25psi boost the fuel pressure at the rail, and therefore the injector, is 83psi.

Running the numbers through a range of online injector calculators, 6 x 1000cc at a base pressure of 58psi is more than enough to support 750hp with duty cycle to spare (90%). Real world examples support this. There are always exceptions but I suggest there are other restrictions in those cases.

Right, got it. A 1:1 regulator is there to maintain the base pressure.

Despite my misunderstand, at the end of the day, running the data through a range of online injector calculators (58psi base press, 6 x 1000cc, E85 etc.) where my misunderstand has no bearing, each case results in the same outcome. ID1000 injectors will support 750hp - possibly more given I worked off 90% duty cycle vs the 97% reported in this particular application.

  • Like 1

Seems abit on the high rating - is that running the SAE correction method or what?

If you running the American version then I have seen dynos add an extra 50kw on a hot day as it tries to factor in heat to the air density.

Mine ran 384KW on jap/aus/nz conversion and we switched to American and I gained 18kw to 402....so I broke 400 haha.

Imagine on E85 if I was pushing 460-470 a jump of 50 kw would easily be seen on the same day as me.

Another thing to point out guys, turbos are not rated in crank hp or rear wheel hp. Turbos are rated to how much air they move, so a 35lb/min compressor will get a "350HP" rating not taking into account if the turbine side can support it or not.

^but if you cut 2x sets of holes on your manifolds and weld up external gates then you resolve that choking issue :)

Still doesn't stop twins being gaids.

2 gates on low mounts?

Whata waste of time, better off using one gate and one turbo.

better results half the money.

2 gates on low mounts?

Whata waste of time, better off using one gate and one turbo.

better results half the money.

Yeah dur! Lol

I've been saying twins are gay since 2008. Piggaz can back me up on this!

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



  • Latest Posts

    • Brooooo Please send ABS control unit schematic Please! R33 gts25t ABS (Its two plug ecu, black and white) wire colors possible? [email protected]
    • Don't even try to run it on the stock ECU if you're going to have the boost controller bring boost above ~10 psi. I've already told you that. If you use the Nistune ECU, you will need to CAREFULLY read the available documentation for Neo tuning, and read some threads on the Nistune forums, to discover the various things you have to do to prevent the ECU from going bananas when the boost is too high. The is a table associated with th boost sensor that must be modified to prevent it from shitting the bed. This is just one of the things that you will need to do to the tune in Nistune, because the Neo turbo ECU will be expecting to see a number of things (such as the TCS) that are not there, and you have to block the DTCs on those. It is totally not surprising to me that you are having the problems that you are, but the solutions to these problems have been known for >15 years. So just get it done.
    • Hi. Sry iam not a mechanic and iam not at the car atm so i dont know 100% but they told they measure those and even try to change those. AFM they have two. Coils are new a they have my old one too. Plugs too. ECU...we have 25 NEO stock and Nistune 25 NEO.   But i dont know if any one those could be the problem and why/if/what can cause this, Only thing they did not check is fuel...but that walbro 255 is new(like 1,5 years)... That fuel pressure gauge idk...but i let them know Any suggestions?   EDIT: how can they know if it is like you say he ECU pull power when it reaches a specific boost level that is too high? Tha car has boost controler
    • Can you clarify what you mean by boost cut, do you mean it misfires both when under load (driving) and when stationary and out of gear? Or does the ECU pull power when it reaches a specific boost level that is too high (boost control issue)? Does it occur at idle with no throttle? When you say "the ECU is OK", what ECU is it and why do you think it is OK? Have you used the NEO ECU, and if so do you have a MAP sensor attached? Same for the AFM, why do you think it is OK? Do you have any way to put a fuel pressure gauge on it (even just a mechanical one between the fuel filter and fuel rail)?
×
×
  • Create New...