Has anyone had a problem using a large injector (such as a 1000cc) to make an amount of HP that is not near a high duty cycle? I'm planning on getting the AEM EMS, and I'm having trouble deciding between the 880cc and 1000cc precision injectors. I'd like to get the 1000cc ones to leave room to grow in case my HP goals escalate in the future... currently I'm aiming for 450WHP, and I might push it as high as 550WHP if my setup will allow it. Will it be more difficult to tune the AEM (or any ems for that matter) for a larger injector that is running at a lower duty cycle (i.e., a set of 1000cc injectors fueling a car at 450WHP)?

Also, my current plan is to run my 255lph high pressure walbro in-tank fuel pump to feed these injectors. Can any of you tell me if this fuel pumpw ill feed these injectors to the WHP goal I have in mind? Also, will it be easier for this fuel pump to feed the 880cc's over the 1000cc injectors at the same WHP?

 

 

720cc injectors will make your 550hp goal, if you dont believe me fill out this chart:
http://www.rceng.com/technical.htm

 

That is a sweet chart. There should a thread about that so people can find it in a search!

 

glad you looked at it and didnt have other people like me do the work for you, now the guy who started the thread shiould reply to me and say that my 720'ss ar too small.

 

What values did you use? I put in 654HP (crank ~ 550WHP) and ended up with 1010cc injectors. I've used that chart before, but I've read a couple posts here somewhere that say that its not that accurate in the real world...

I had am EMS tuner tell me that it would be more difficult to tune a car with 1000cc injectors for medium load/power because the modifications to the fuel tables will be in much smaller increments than those of a smaller injector...... will this be a big issue?

 

 

if you dont plan on going bigger than a 255 hi pressure, then stick with the 880s. the 1000s will outflow a 255. If you plan on ever upgradeing to something even bigger, then the 1000s would make a lot of sense

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Full-Race Geoff &raquo;</TD></TR><TR><TD CLASS="quote">if you dont plan on going bigger than a 255 hi pressure, then stick with the 880s. the 1000s will outflow a 255. If you plan on ever upgradeing to something even bigger, then the 1000s would make a lot of sense</TD></TR></TABLE>

Will this create a problem using 1000cc injectors for a WHP that doesn't require the 1000's? I.E., If I'm using the 255lph pump, but I'm only making 450WHP, will the 1000cc's have a problem where the 880's wouldnt? Or will the 1000ccs only need a bigger pump if they're called on to fuel over the HP limit of the 880's?

BTW, I bought a full-race backdoor intercooler from Bryson in Denver (his setup changed and he could no longer fit it), and it looks beautiful. Good work as usual

 

well the chart works within reason, you will have to know your fuel system though, get the flow chart for the 255lph pump make sure its the high pressure on and see if fuel requirements are met, also take into account your fpr will have to be boost dependant and rise (usually) 1psi per pound of boost, so basically assuming 40 psi idle fuel pressure at 25psi boost you will have 65PSI rail pressure - see if your pump will manage. also you can get and additional 15% efficiency out of your fuel pump, I make a custom harness that gets more flow from your pump.

 

did it line up? When we made that IC it was different, becuase it used a small inlet, in a different location than normal?

ther eis nothing wrong with the 1000cc injectors on a 255, it is just that they will tax the pump at high HP levels

 

I haven't tried lining it up yet..... is the inlet smaller than usual? Bryson said it was the proper size for the E housing. How was the location different than normal? He had told me that it was just like the normal one you guys make except that there is no BOV flange on the end tank. - crap, you've got me worried now I've got my motor out and torn down now, so I can't easily check the fitment...

So, could you think of any reason I wouldn't want to run the 1000's over the 880's?

 

brysons was just moved up more than usual, it might fit just fine if you rotate the turbo down, and tha tis correct that it is just made specially for an E housing so you should be all set. I think it would work, no need to worry

no real reason to not run the 1000s, except for the fact that you might need a retune if you got a new fuel pump later on down the road... not that that would be an impossibility

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Full-Race Geoff &raquo;</TD></TR><TR><TD CLASS="quote">brysons was just moved up more than usual, it might fit just fine if you rotate the turbo down, and tha tis correct that it is just made specially for an E housing so you should be all set. I think it would work, no need to worry

no real reason to not run the 1000s, except for the fact that you might need a retune if you got a new fuel pump later on down the road... not that that would be an impossibility

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Cool... I'll find out in a few months I guess. If it turns out that the inlet is setup to be in the wrong place for me, would it be physically possible to have that corrected? (I.e., if it doesn't fit, could I send it to you to be modified to work correctly?)