1300 or 2000cc Injector dynamics and precision 600 or vibrant 550hp intercooler
#104
The fitting only seals to the bulkhead with 1 oring and just one of those slide on metal clips so I was a bitch sketched out, but no fuel sloshed out while corninger at 1.6g with a full tank of fuel and hitting a big enough bump to but the car on 2 wheels so its seems ok.
Photo credit FunPhotos
Photo credit FunPhotos
#106
Yeah, a top is on my to buy list, its not high enough up yet to drop that kind of money on right now. AND I'd probably have to remove the 2nd element if I made the wing work even better, everyone who drive's my car asks if we can turn the wing down because it makes too much rear downforce. I just repeatedly yell there's no such thing as too much downforce (and occasionally throw in a line about doing canards) until they quit complaining.
#107
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This thread is all about the derails now, at least until OP shows up and gets us back on track with more data...
Leafy: Y U NO RACETRONIX LINK IN BUILD THREAD?!
...but thank you for confirming the part.
Leafy: Y U NO RACETRONIX LINK IN BUILD THREAD?!
...but thank you for confirming the part.
#108
Racetronix - Universal Bulkhead Wiring System, 4-Way
+
Racetronix - F90000267 - Fuel Pump - 430L/Hr, E85 Turbine HP
+
Racetronix - Connector Set, Fuel Pump / Hobbs Switch
+
Racetronix - Fuel Pump Installation Kit (requires modding, alot of it)
+
OEM filter sock
+
relays, fuses, and wires from wherever
+
Racetronix - F90000267 - Fuel Pump - 430L/Hr, E85 Turbine HP
+
Racetronix - Connector Set, Fuel Pump / Hobbs Switch
+
Racetronix - Fuel Pump Installation Kit (requires modding, alot of it)
+
OEM filter sock
+
relays, fuses, and wires from wherever
#113
The last couple of my DW orders have had the new 340LPH rating it's certainly not sized incorrectly for a 500hp crank car.
"DeatschWerks redesigned the DW300 to offer greater flow with no significant increase in current draw. The new DW300 pump flows 26% more at its peak and 20% more on average. The low amperage draw minimizes pump temperatures, maximizes pump life and reduces stress on OE wiring.
The increases in flow were specifically engineered for high pressures (60-90psi), where forced induction applications need it the most. Conversely, fuel flow has been limited at low pressures (30-50psi) to minimize heat generation in return fuel systems. This dual zone approach results in a flatter flow curve, which maximizes both performance and reliability for supercharged or turbocharged applications."
#114
Right. I've been running a DW300 (the old 320LPH version) since I built the car 3 years ago.
The last couple of my DW orders have had the new 340LPH rating it's certainly not sized incorrectly for a 500hp crank car.
"DeatschWerks redesigned the DW300 to offer greater flow with no significant increase in current draw. The new DW300 pump flows 26% more at its peak and 20% more on average. The low amperage draw minimizes pump temperatures, maximizes pump life and reduces stress on OE wiring.
The increases in flow were specifically engineered for high pressures (60-90psi), where forced induction applications need it the most. Conversely, fuel flow has been limited at low pressures (30-50psi) to minimize heat generation in return fuel systems. This dual zone approach results in a flatter flow curve, which maximizes both performance and reliability for supercharged or turbocharged applications."
The last couple of my DW orders have had the new 340LPH rating it's certainly not sized incorrectly for a 500hp crank car.
"DeatschWerks redesigned the DW300 to offer greater flow with no significant increase in current draw. The new DW300 pump flows 26% more at its peak and 20% more on average. The low amperage draw minimizes pump temperatures, maximizes pump life and reduces stress on OE wiring.
The increases in flow were specifically engineered for high pressures (60-90psi), where forced induction applications need it the most. Conversely, fuel flow has been limited at low pressures (30-50psi) to minimize heat generation in return fuel systems. This dual zone approach results in a flatter flow curve, which maximizes both performance and reliability for supercharged or turbocharged applications."
#117
They did with this new revised DW300. If there marketing team was thinking, they would have rolled it out as an entirely new SKU. Once a product gathers an image in this industry it's nearly impossible to change. I also think it's silly they call it a DW"300" for a 340LPH pump and a DW "200" for a 255LPH. I have a hell of a time explaining that to customers.
#118
Update:
Injectors are in and intercooler is mounted. Intake temps are now where they should be at 20deg above ambiant. Injectors are handling 93 octane just fine. I still have finish tuning it on 93 first. Then I can figure out how the 1300's will do on E85. I'm guessing just fine due to all the posts.
Injectors are in and intercooler is mounted. Intake temps are now where they should be at 20deg above ambiant. Injectors are handling 93 octane just fine. I still have finish tuning it on 93 first. Then I can figure out how the 1300's will do on E85. I'm guessing just fine due to all the posts.
#120
I know I'm late to the game but I just wanted to throw out there that we've (race team) been running ID injectors at 100 psi for ~2 years and we've never had any problems. We also saw a significant benefit going from ~75 psi up to ~100 psi on a naturally aspirated car.
If your afraid of running 80 psi on EV14 injectors, don't be. As long as your fuel pump and other ancillaries are up to snuff, the injectors have no problem living at 100psi.
If your afraid of running 80 psi on EV14 injectors, don't be. As long as your fuel pump and other ancillaries are up to snuff, the injectors have no problem living at 100psi.