Quote:
Originally Posted by gotswap
Got it
So stock in tank pump, stock cam and DI pump. What will these flow? Then if I add a low side pump to help feed, what will they flow?
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Quote:
Originally Posted by EDFHOBBIES
2 things need to happen when showing us this great product, "Katech" I for one had no problem investing in it but was turned off from unanswered questions and proof from Jason!
On paper and theory it looks great but talking to Jason I haven't seen nor has he showed me a car over 1000 rwhp or even close to that on all DI and E85. I did see one with this setup and Port injection making a little over a 1000 hp and it was said that the port injection only contributed to 100 hp of that number.
#1. I never could get an accurate answer from Katech or Mr. Uwe that something like a DSX pump would be enough to feed the DI belt driven pump. I found 1st hand its not enough to feed the Lingenfelter pump I was told by them I need 100 psi low side and 85 continuously under load something not told upfront. However its still out performs the oem LT4 stuff by a mile and is a good investment if you want to keep it simple.
2# Going by where my plus 30s were in terms of milliseconds for firing I can't see plus 45 even with 3000 psi steady never falling off being able to take you much past 1000. On race fuel it probably has no problem doing so but then again the oem fuel system will to.
If the setup is true we need to see an all DI car with plus 45s on e85 making 1000rwhp.
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Quote:
Originally Posted by TJay74
I am not an engineer by any means, but here is my thought.
If the low side can be solved and as said can get to the point where it can reliably hold 75+ psi or more, then coupled with a +32 cam along with the LT4 or Lingenfelter HPFP then along with these new injectors I would be interested at that point if the HPFP will be able to keep up.
The biggest problem I have seen is we can get the low side pretty solid, then as the high side is pushed near 2900psi along with the injectors staying open anywhere from 5.0ms-6.0ms the next problem you run into is the high side drops off.
Man it sucks that DI has to be this hard to modify, but it explains exactly why the C7 ZR1 has a dual fuel injection system in place. Granted GM only has to make the system be able to produce power on 91 octane gasoline since they dont rate nor certify the system to be reliable on E85.
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I will try to answer all of these in one shot:
-The XDI pump is a secondary high pressure fuel pump with a maximum fuel pressure output of 250bar / 3600psi. This is dependent on how fast you spin this pump.
-The amount of fuel that is able to go through the high-pressure side of the vehicles fuel system (both the OEM and XDI pump) is the amount of fuel that the low side pump is able to provide. Whether it is port injection, direct injection, or a combination of both, you will need a specific amount of fuel flow coming from the fuel tank to adequately provide any sort of fueling to the engine.
-On an engine dyno (not a car as you requested), we made 1486hp with only direct injection on race gas and 1308hp on e85. This would be near 1300whp and 1150whp respectively through a manual transmission in a vehicle. This engine was running the Hellion Twin Turbo kit for a Gen 6 Camaro on a stock LT5 camshaft, the precision 6266 turbos were to small to be pushed further. This is a great example of the DI system being able to keep up when the low pressure fuel system supplying the dyno was up to par.
-The smaller DSX pump is a great addition for certain power goals, otherwise you will have to go to a larger auxiliary pump or a larger in-tank solution. This is dependent on the horsepower you are trying to make obviously. I can help determine if that pump is adequate for a specific application if I knew what that application was.