infernosg's N/A build
02-03-21, 07:21 PM
#176
I wouldn't be too concerned about running two ID1300's for fueling. With my stock port ITB set-up, I ran two ID1000's with no issue. With my peripheral port, I'm running two ID1700's with no issues down low. Drivability will be fine as long as the tune is dead on.
02-04-21, 10:22 AM
#177
This was my first time on a Mustang dyno and while I'm not sure what all the different numbers mean it's the delta that's important, right? Either way, seems damn impressive for a street ported N/A 13B. I don't know what makes this engine so special. I can't really think of anything I've done that hasn't been done before in some manner. What's wild is there's still theoretically some room for improvement with this setup. The engine starts pulling vacuum at WOT at higher engine speeds so it wants to breath more. The guys at Angel Motorsports think my throttle bodies are slightly undersized and that's certainly possible. EFI Hardware does make a larger 60-55 mm tapered throttle body I could try but it's $1000+ USD. That may be an option down the road along with a better intake manifold. Either another custom or heavily ported version of the current one. It's worth pointing out that I had this same issue with the old intake and exhaust setup so I'm slightly concerned this may be an inherent issue with my engine. Something like either the intake runners or exhaust ports being undersized for the intake port size. The car's making good power so I'm not sure how much I want to mess with it.
The other issue is I seem to be running out of injector above 8000 RPM. The guys tried to add more fuel and it wasn't making any difference in AFR. This may be why I'm having such a drop in power. This is going to be tricky to solve since I'm only using two injectors so I have to balance idle stability with high RPM needs. I have a set of ID1300x2s but I'm concerned that will be too much fuel at idle. A possible way around this is to lower fuel pressure to 40 psi and target a 13:1 idle AFR. I'm currently running 45 psi and targeting 13.5:1. The other option is to bump up fuel pressure with my ID1000s. I could run 55 psi, which would put fuel flow about halfway between what I have now and 40 psi with the ID1300x2s. The ideal solution would be to go with a staged setup and use something like 550 cc/min primaries and keep the ID1000s as secondaries. Unfortunately, my Platinum Sport 1000 ECU doesn't allow tuning via VE when using staged injection. I do plan on eventually upgrading to an Elite 1000, which can VE tuning with staging, so that might be where I'm headed.
02-04-21, 12:27 PM
#178
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It looks like the 1300s would be fine. I wish there was published data for volumetric flow vs pulse width for the ID1300s to be sure. I've already got both so it comes down to weighing the benefits vs downsides of running the 1300s vs increasing pressure with the ID1000s. Both will require updating the fuel flow and dead times in the ECU and likely small tweaks to the VE table. Upping pressure is easier since it doesn't require changing injectors. I just turn the **** on the regulator. Most modern cars run 4 bar (58 psi) of fuel pressure so I'm going outside experience. I've also had my ID1000s cleaned and inspected by Injector Dynamics. I know the fuel flow and dead time unique to my injectors at 43.5 psi and 14V and not just the nominal values posted online. My injectors flow a little more (1055 vs 1035 cc/min) and are a little slower (1.141 vs 0.910 ms) at the reference conditions. The downside is reduced fuel flow from the pump and higher current draw. According to Aeromotive my pump (Stealth 340, PN 11541) flows ~330 L/hr and draws ~12A at 45 psi. Bumping pressure to 55 psi reduces flow to ~310 L/hr and increases current draw to ~12.5A. Assuming 1200 cc/min per injector at 55 psi total flow is 144 L/hr so I have more than 50% margin. My fuel pump is powered off a relay connected directly to the battery through a 20A fuse with 10 or 12 AWG wire, which is sufficient for 12.5A. I also don't think the extra 0.5A would put my charging system over the edge. On the other hand, 40 psi fuel pressure would reduce my electrical load by 0.5A. Is there anything I'm not considering?
The following 2 users liked this post by WildBuzz2k:
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