Iannetti 2 piece, how many street miles to expect?
06-13-16, 07:20 PM
#26
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the PFC is accurate, and if you knew Japanese does all kinds of cool stuff. if you don't know Japanese then its a bit basic.
but yeah, Porsche was making 1500hp with mechanical injection and a distributor, and they even used a fan to cool the whole thing. shoot volvo was making 375hp from the 240 engines in race trim, which used 3 ecus! one for spark, one for fuel, and one for water injection...
but yeah, Porsche was making 1500hp with mechanical injection and a distributor, and they even used a fan to cool the whole thing. shoot volvo was making 375hp from the 240 engines in race trim, which used 3 ecus! one for spark, one for fuel, and one for water injection...
06-13-16, 08:35 PM
#27
Old [Sch|F]ool
D-jet is EFI. MAP based, even. Probably analog. I don't know about on Mercedes or other applications, but on VWs there were a second set of points in the distributor used for the injection system!
It's kinda goofy, the injectors are the same kind of connector we're all familiar with except the harness side goes into the injector instead of over it, and the MAP sensor is some huge thing almost like someone stuck a potentiometer on a spring loaded diaphragm. Had to replace one on a 70's Mercedes a couple years ago, along with one of the temp sensors, you can still buy the parts. (Like to say it was a 107 chassis with a 4.5l but that doesn't seem right somehow, but definitely a V8 not a six)
It's kinda goofy, the injectors are the same kind of connector we're all familiar with except the harness side goes into the injector instead of over it, and the MAP sensor is some huge thing almost like someone stuck a potentiometer on a spring loaded diaphragm. Had to replace one on a 70's Mercedes a couple years ago, along with one of the temp sensors, you can still buy the parts. (Like to say it was a 107 chassis with a 4.5l but that doesn't seem right somehow, but definitely a V8 not a six)
06-14-16, 11:31 PM
#28
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i changed a set of those points, in the Mercedes V8 its one unit with 4 points in it. i think they open the injectors, and then the ECU computes the open time, and closes them, could be the other way around.
since there are 4 points, the injectors are batch fire. fuel pressure was also adjustable, and not referenced to manifold pressure
it ran nicely, although mileage was terrible
since there are 4 points, the injectors are batch fire. fuel pressure was also adjustable, and not referenced to manifold pressure
it ran nicely, although mileage was terrible
11-02-16, 04:00 AM
#29
Exhaust Manifold Leak
Jantore, so you say 800-850 EGT is needed to prevent leasing plug hole from lifting. that is good intel. I have been fighting this issue for some years now on our 13B PP track car. I always jetted so EGT staid below 1k degC, which for now did not lead to any issues after 30 hours of race useage. Now I didnt open the engine for the last 2 seasons but I expect to see again the lifting at the leading plug hole like I say before.
I expect 850 degC EGT's at 9k rpm to require 11.5-12.0:1 AFRs, in contrast to ~13-5:1 what we run now. Fixed timing at 25° with no split.
I expect 850 degC EGT's at 9k rpm to require 11.5-12.0:1 AFRs, in contrast to ~13-5:1 what we run now. Fixed timing at 25° with no split.
