direct injection
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Joined: Jan 2008
Posts: 1,300
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From: Southfield, MI
direct injection
guys i just thought that if direct injection is so great for pistons why can we do it to our motors? we can put the injector into the housing. whats your opinion guys?
https://www.rx7club.com/showpost.php...60&postcount=4
I told some one about a test i did some time back in PM's
I got the Direct Injection injectors from a lexus IS350 and installed them in the rotor housings right above the B of the 13B cast into the housing and used the old primary as my new secondary. They are parallel to the ground and the injectors have an off set spray pattern, the spray is 36º and is angled down so it functions as if they where mounted 18º inlet side up from horizontal.
I used a 13b-re with S4 NA rotating as it was what i had. It was 3/4 bridge. the primary ports have only half bridge on them the secondary ports are full.
Used 20" primary intake runners and 15" secondary runners and made a TB out of a Quadrajet base plate with out any other part of the carb. this gave me a spread bore progressive TB. part 65 in this photo http://www.gmcmotorhome.com/tech/qje...ebuild_pg4.jpg
shortened a RB header by 6" then collected.
I used an old E6K that the ignition output no longer worked and a buddy built a driver that I have no clue as to how it worked, but it had the 60v fast open spike. It did put a delay into the system that was non linear so it was a bit of a pain to work around
I do not recall the exact pressure it was running but it was high I think it was in the range of 35 bar *500 psi* and was still low but worked out.
fixed timing of 20º with a 9º split. Put down 256 hp but due to a problem never got to fully tune it. got 17/25mpg. throttle response was unbelievable and had a larger useful power band than any BP I had ever seen, but still was far from working the way it should.
I lost all the real documentation for this along with all 15Gb of excel, word and .DXF/NC files i had done for bridge port timing / overlap stuff due to a failed hdd
I got the Direct Injection injectors from a lexus IS350 and installed them in the rotor housings right above the B of the 13B cast into the housing and used the old primary as my new secondary. They are parallel to the ground and the injectors have an off set spray pattern, the spray is 36º and is angled down so it functions as if they where mounted 18º inlet side up from horizontal.
I used a 13b-re with S4 NA rotating as it was what i had. It was 3/4 bridge. the primary ports have only half bridge on them the secondary ports are full.
Used 20" primary intake runners and 15" secondary runners and made a TB out of a Quadrajet base plate with out any other part of the carb. this gave me a spread bore progressive TB. part 65 in this photo http://www.gmcmotorhome.com/tech/qje...ebuild_pg4.jpg
shortened a RB header by 6" then collected.
I used an old E6K that the ignition output no longer worked and a buddy built a driver that I have no clue as to how it worked, but it had the 60v fast open spike. It did put a delay into the system that was non linear so it was a bit of a pain to work around
I do not recall the exact pressure it was running but it was high I think it was in the range of 35 bar *500 psi* and was still low but worked out.
fixed timing of 20º with a 9º split. Put down 256 hp but due to a problem never got to fully tune it. got 17/25mpg. throttle response was unbelievable and had a larger useful power band than any BP I had ever seen, but still was far from working the way it should.
I lost all the real documentation for this along with all 15Gb of excel, word and .DXF/NC files i had done for bridge port timing / overlap stuff due to a failed hdd
biggest issue is the ultra high pressure that's needed for proper atomization with direct injection. We're dealing with these issues right now with tuning the new vehicles with direct injection.
Normal FI systems operate in the range of 35-60 psi. Direct injection systems operate in the vicinity of 2,000 psi.... pretty substantial difference. Which means they require a fairly large current to open the injector, which requires a driver, and special hardware to control it. Not to mention you'll need to replace all of your fuel lines with with line rated in excess of 2,000 psi.
Long story short.... going to take a lot of work.
Normal FI systems operate in the range of 35-60 psi. Direct injection systems operate in the vicinity of 2,000 psi.... pretty substantial difference. Which means they require a fairly large current to open the injector, which requires a driver, and special hardware to control it. Not to mention you'll need to replace all of your fuel lines with with line rated in excess of 2,000 psi.
Long story short.... going to take a lot of work.
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