Max effort fuel system? - Page 3

Perdieu · 10-19-2016, 04:26 PM

Quote:

Originally Posted by Slowhawk

So far on the Camaro's I've seen the stock low side fuel pump start losing pressure at 550rwhp on my dyno. That is about 100hp lower than the C7's.
On the C7's with LT4 high pressure pump,low side upgraded The fuel handle's about 750-800rwhp on my dyno - 93 octane. Meth can bring it to 1000rwhp.
I really don't see e-85 going 900rwhp with what you listed. At least not on my dyno.

Thanks for the info

EXSSIVE · 10-19-2016, 05:43 PM

Quote:

Originally Posted by Slowhawk

So far on the Camaro's I've seen the stock low side fuel pump start losing pressure at 550rwhp on my dyno. That is about 100hp lower than the C7's.
On the C7's with LT4 high pressure pump,low side upgraded The fuel handle's about 750-800rwhp on my dyno - 93 octane. Meth can bring it to 1000rwhp.
I really don't see e-85 going 900rwhp with what you listed. At least not on my dyno.

A8's or M6's? Supercharged, turbo, nitrous or N/A?

Keep in mind, superchargers will take the most fuel per horsepower made as they draw the most and are the least energy efficient.

Turbos and nitrous should allow the most headroom for power adders on this platform.

LesBaer · 10-25-2016, 07:13 AM

Here's some good info that explains everything. I'm curious how far out adding more than one injector per cylinder is. They mention it here but it still sounds like a pipe dream right now....unless someone surprises us at Sema

http://www.superchevy.com/how-to/eng...n-the-gen-v-8/

EXSSIVE · 10-25-2016, 07:57 AM

There are a lot of companies adding on port injection to direct injected cars already, in fact, there are a few OEM's doing it now as well including Toyota, Subaru & Ford.

The controller is the biggest hurdle, most use a standalone system to supplement the factory setup. This gives you a second benefit of cleaning the valves and intake tract.

As far as two injectors in the head, I don't believe we'll see that any time soon for our application, if ever, at least in a large quantity/production solution.

10-25-2016, 07:13 AM	#31
LesBaer FMPG Drives: 2016 2SS Join Date: Dec 2015 Location: CT Posts: 1,888	Here's some good info that explains everything. I'm curious how far out adding more than one injector per cylinder is. They mention it here but it still sounds like a pipe dream right now....unless someone surprises us at Sema http://www.superchevy.com/how-to/eng...n-the-gen-v-8/ __________________ Ordered 3/8/16- NFG/Ceramic White, M6, MRC, NPP, 6 pots, blk blade, no sunroof, blk splitter, blk bow ties, dark tails, nav. ARH 1 7/8" ceramic coated full sys w/NPP; Maggie 9.2psi (85mm); Jannetty rough idle cam(TSP), tune and LT4 fuel system; Forgeline VX1 Black PVD (20x10,11); R88R 315's; ALPriority; BMR rear arms, bushings, DS loop; RF intake (red); nGauge 93 octane: 712rwhp, 654rwtq / E85 (E66 mix): 734rwhp, 674rwtq (SuperFlow Dyno)

10-25-2016, 07:57 AM	#32
EXSSIVE Drives: 2016 Camaro 1SS M6 Join Date: Sep 2016 Location: Akron, OH Posts: 181	There are a lot of companies adding on port injection to direct injected cars already, in fact, there are a few OEM's doing it now as well including Toyota, Subaru & Ford. The controller is the biggest hurdle, most use a standalone system to supplement the factory setup. This gives you a second benefit of cleaning the valves and intake tract. As far as two injectors in the head, I don't believe we'll see that any time soon for our application, if ever, at least in a large quantity/production solution.

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