[EFI Tuning]

Just a FYI... over on the HPT forum high flow injectors and pump have been announced. This is what the high HP builds have been waiting for.

Tim

[Atomic Ed]

Perhaps you can answer a question I have. I was looking at several GM parts sites for the 2016 Camaro SS and I found these:

12672370 INJECTOR CAMARO; 6.2L; NOMINAL FLOW

12672369 INJECTOR CAMARO; 6.2L; LOW FLOW

12672371 INJECTOR CAMARO; 6.2L; HIGH FLOW

Is there a way to determine the specs. on these?

And thanks for the heads up!

[parish8]

Someone correct me if I am wrong, I am going oon make some assumptions and guesses.

I am being told from more than one source that with the lt4 stuff, cam lobe and low side are good for 800-900rwhp on e85. Let's call it 850rwhp. the lt4 stuff is about $2k and the cam lobe is no extra cost. Low side is required no matter what.

Those new injectors say 24% more fuel than the lt4 stuff. That would be another 200rwhp of e85 for a total of 1050rwhp. The price of those injectors and pump is $5500 or $3500 over the lt4 stuff.

For $5500 I could do the lt4 stuff, msd intake, rails and injectors, megasquirt 3 and have unlimited fueling but with added complexity of 2 computers.

I hope my numbers are off. I would pay their price but would like more of a 1400rwhp on e85 solution.

[EFI Tuning]

Originally Posted by parish8

Someone correct me if I am wrong, I am going oon make some assumptions and guesses.

I am being told from more than one source that with the lt4 stuff, cam lobe and low side are good for 800-900rwhp on e85. Let's call it 850rwhp. the lt4 stuff is about $2k and the cam lobe is no extra cost. Low side is required no matter what.

Those new injectors say 24% more fuel than the lt4 stuff. That would be another 200rwhp of e85 for a total of 1050rwhp. The price of those injectors and pump is $5500 or $3500 over the lt4 stuff.

For $5500 I could do the lt4 stuff, msd intake, rails and injectors, megasquirt 3 and have unlimited fueling but with added complexity of 2 computers.

I hope my numbers are off. I would pay their price but would like more of a 1400rwhp on e85 solution.

I see nothing wrong at all with the existing solutions vs price. Everyone will have their thresholds of pain. The only issue with the lobe approach is that it will put additional stress on the pump. Is it a real world issue? Who knows. For a track or low mileage car definitely no big deal. For a DD I'd put it in the same category as a high lift cam and springs. Regardless of the price of the new injectors it is great to see advances. The LT1/LT4 has been off to a slow start and new options are always good to see.

Tim

[EXSSIVE]

Excited to see what develops with multiple options on the way.

[750x]

After a years worth of pushing we are finally making headway with the fuel system hardware for the DI motor. Now that SEMA is in full swing we are officially at liberty to discuss this. We are working close with Nostrum Energy and LPE with a set of 22 gram/sec injectors that are specifically designed for the LT platform. LPE has been doing all the injector characterization on there in house engine dyno and we are working it from the field side. We have a pre-production set in our 2016 TT 427 Camaro as well as the LPE High Pressure pump.

Applications for these injectors are noted below;

 High horsepower GM Gen V V8 and V6 direct injection engines including LT4, LT1, L86, L83 and LV3
 E85 conversions of GM Gen V V8 and V6 engines
 2014-2017 C7 Corvette (LT1)
 2015-2017 C7 Z06 Corvette (LT4)
 2016-2017 Camaro SS (LT1)
 2016-2017 CTS-V (LT4)
 2014-2017 Silverado and Sierra with 4.3L LV3, 5.3L L83 and 6.2L L86 engines
 2015-2017 Suburban, Tahoe, Yukon and Escalade with 5.3L L83 and 6.2L L86 engines



These high flow gasoline direct injection injectors are specifically designed for use in the GM Gen V V8 direct injection engines (aka ?LT? engines). At 22 grams per second flow rate these injectors provide the needed fuel flow for high horsepower applications without having to resort to auxiliary fuel systems. These injectors feature Nostrum?s patented K-DI? kinetic nozzle geometry which provides high flow rates without sacrificing atomization. Spray targeting is designed for optimal combustion quality. These features combined with the supplied injector characterization data this insures that these injectors will perform well at low RPM light load idle all the way to high RPM peak power/load conditions. The injectors are also E85 compatible allowing higher output engines to take advantage of the availability of E85 fuel.

Features:

 Patented K-DI? kinetic nozzle geometry that provides high flow with short liquid length & small fuel droplets.
 Spray targeted to produce the specific spray plume shape for the GM Gen V V8 engine's combustion chamber and intake charge motion.
 Optimized spray plumes, controllability and response for easy integration.
 Built & tested to OEM durability & performance specifications.
 Flow tested, sorted and marked by flow rate for improved injector matching.
 Flow characterization data is provided for calibration purposes.

Benefits:

 Easy installation.
High flow rates.
Allows E85 conversion of stock and modified L86, LT1 & LT4 engines ? providing an easier and more cost effective way to obtain higher octane pump fuel.
This product allows tuners to increase HP w/o sacrificing full range performance.
Flow characteristics can be easily calibrated with aftermarket tools using supplied data.
Eliminates the need for secondary fuel systems.

Specifications:

 Rated flow of 22 gram/second at 10 MPa
80% more flow than the production L83 fuel injectors
44% more flow than production LT1/L86 injectors
24% more flow than production LT4 injectors

 E85 compatible.

Further details on our field testing will be updated on our Facebook Page( https://www.facebook.com/permalink.p...d=212805857665) as well as trying to get stuff here as well. LPE will be the lead supplier for this product and of course we are a dealer as well. Get used to the costs its the big leagues now.

Here is some further information on the LPE pump;

Description:

Mechanical fuel pump flow has been one of the primary limiting factors for the aftermarket when trying to increase the power output of the GM direct injection V8 engines. The Lingenfelter Big Bore direct injection fuel pump for GM Gen V V8 applications provides an increase in fuel flow capacity over the stock LT1/L86 and LT4 fuel pumps, expanding the range of performance of these engines. At 12.0 mm in bore size, the Lingenfelter Big Bore pump flows over 30% more than the stock L86 & LT1 pump and nearly 10% more than the LT4 pump.
Tested to provide over 1100 horsepower of fuel flow for a turbocharged LT4 engine on gasoline and nearly 900 hp of fuel flow for the same engine on E85.

Features:

 Precision machined and assembled fuel pump assembly using brand new production LT1 fuel pump cores (no used cores).
 12.0 mm bore
 DLC coated bore and piston
 Compatible with production LT1 and LT4 fuel pump lobes and with aftermarket higher lift fuel pump lobes
o Note - some aftermarket higher lift fuel pump camshaft lobe designs may require a lash cap to compensate for the smaller camshaft base circle.
o Note - some aftermarket higher lift fuel pump camshaft lobe designs may require a higher load spring on the pump to maintain fuel pump lifter control a revised spring on the pump
 100% hot tested pump assemblies to confirm performance and functionality
 Individually serial numbered

Benefits

 Increased fuel flow allows higher power levels without having to resort to auxiliary fuel systems.
 Direct fit replacement. No modifications required.
 Stock appearing.
 E85 compatible.
 Can be combined with higher lift fuel pump lobes for even great flow rate increases.

Specifications:

 12.0 mm bore
 Over 30% more fuel flow than the stock L86 and LT1 fuel pump
 Nearly 10% more fuel flow than the stock LT4 fuel pump
 Compatible with higher lift fuel pump lobes

Per Redline Motorsports

[LesBaer]

Thanks for posting this. I'm really glad I waited and will definitely be following this. How long before this solution is available?

[EXSSIVE]

I think for now, the best option may be to upgrade the high side with this high volume pump, a higher volume low side pump and LT4 injectors. Currently, until there is a lower cost solution, going past the LT4 injectors doesn't seem worth it when you could have an entire secondary injection system for the same $4k.

[crash0117]

Originally Posted by parish8

Someone correct me if I am wrong, I am going oon make some assumptions and guesses.

I am being told from more than one source that with the lt4 stuff, cam lobe and low side are good for 800-900rwhp on e85. Let's call it 850rwhp. the lt4 stuff is about $2k and the cam lobe is no extra cost. Low side is required no matter what.

Those new injectors say 24% more fuel than the lt4 stuff. That would be another 200rwhp of e85 for a total of 1050rwhp. The price of those injectors and pump is $5500 or $3500 over the lt4 stuff.

For $5500 I could do the lt4 stuff, msd intake, rails and injectors, megasquirt 3 and have unlimited fueling but with added complexity of 2 computers.

I hope my numbers are off. I would pay their price but would like more of a 1400rwhp on e85 solution.

The new hpfp only flows 10% more than the lt4. To me that doesn't warrant the price, especially if you already have lt4 pump. Also none of this addresses the low side fuel which is just as big of an issue. I have the Cordes low side setup and almost have it maxed out already.

[1LE801]

[parish8]

Originally Posted by crash0117

The new hpfp only flows 10% more than the lt4. To me that doesn't warrant the price, especially if you already have lt4 pump. Also none of this addresses the low side fuel which is just as big of an issue. I have the Cordes low side setup and almost have it maxed out already.

how does the cordes set up work?

i am thinking it just taps the pump side of the tank down low and in the back with a new feed line to a new pump and runs up front with a whole new line while leaving the old line still working? does it have a regulator and a return line and t into the stock low side up front?

my plan is to copy what i think cordes did but bigger. tap the tank with a -10, let that feed one of the holley 1800 pumps, run that to the front and hit a regulator set above the normal fuel pressure from the stock low side, have a return line. up front tee the new low side into the stock low side fuel system AND eventually come off of it to a port injected set up.

the holley 1800 pump wouldn't need to run all the time, i would use a output on whatever 2nd ecm i am using to turn it on at lets say 80kpa or a hobs switch, it is a dual pump so sometime down the road maybe set that 2nd pump to kick on a little later if needed. the stock low side should keep new low side fuel system/rails all pressurized and ready to go at a moments notice so there shouldn't need to be a lot of time for the holley pump to turn on and be ready to feed additional fuel.

the holley fuel pump is $430, filters, fittings, lines, regulator, i am thinking under $1500. this doesn't include the port injection stuff. this set up should be good for over 1000rwhp on e85. the stock low side pump is good for at least another 400rhwp of e85 for a total of 1400+rwhp e85 low side fuel system.

what am not thinking about?

[jessrayo]

Originally Posted by parish8

how does the cordes set up work?

i am thinking it just taps the pump side of the tank down low and in the back with a new feed line to a new pump and runs up front with a whole new line while leaving the old line still working? does it have a regulator and a return line and t into the stock low side up front?

my plan is to copy what i think cordes did but bigger. tap the tank with a -10, let that feed one of the holley 1800 pumps, run that to the front and hit a regulator set above the normal fuel pressure from the stock low side, have a return line. up front tee the new low side into the stock low side fuel system AND eventually come off of it to a port injected set up.

the holley 1800 pump wouldn't need to run all the time, i would use a output on whatever 2nd ecm i am using to turn it on at lets say 80kpa or a hobs switch, it is a dual pump so sometime down the road maybe set that 2nd pump to kick on a little later if needed. the stock low side should keep new low side fuel system/rails all pressurized and ready to go at a moments notice so there shouldn't need to be a lot of time for the holley pump to turn on and be ready to feed additional fuel.

the holley fuel pump is $430, filters, fittings, lines, regulator, i am thinking under $1500. this doesn't include the port injection stuff. this set up should be good for over 1000rwhp on e85. the stock low side pump is good for at least another 400rhwp of e85 for a total of 1400+rwhp e85 low side fuel system.

what am not thinking about?

I think you have it covered. There are a lot of options on the low side, basically everything that applied to LS engines will work for low side fuel numbers here. The high side has been the big challenge.

Sounds like we finally have some more high side options here and if you have already built a forged bottom end this will be a big hit. Originally I really couldn't see investing all the money for forged internals and not having anyway to get enough fuel into the cylinders to get the power the forged parts could support. I'm kind of hoping prices will come down some more though.....

Here is the Lingenfelter Link:
http://www.lingenfelter.com/product/...l#.WB-nZmfruUk