'93 VR4 State of the Union

I think this is sort of outcome is fairly accepted...

http://forums.hybridz.org/uploads/50..._3d_plot_2.JPG

http://forums.hybridz.org/uploads/50..._3d_plot_3.JPG

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8000 rpm's is 133 rev/sec... my 1200cc injectors @ 92.5% IDC will dump 1.11 L/min or .0185 L/s or .000139 L per revolution. There is .0487 L of fuel sitting in a 1 m long fuel rail... Each time an injector opens it draws a negligible 0.2% of the available fuel.

Also, the 6.67L/min parallel walbro flow rate I assumed in my last post is exactly what 6x 1200cc injectors @ 92.5% IDC would need.

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I'm surprised it's that little. Man. Seems like it would be so much more. :Tongue_001:
And this discussion is good because when I sized my fuel setup, I didn't go through the math real strictly, but ours are very similar with the exception of my pumps being a bit bigger. Gives me a little comfort.

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Thanks to the fuel pressure regulator, the only way that happens is if you run out of fuel pump, right?

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I thought about that myself, just was hard to convince myself that the injectors pulsing so many times per second wouldn't pull a significant amount of pressure out of the system. Your math seems to hold up though.

Hey Adam, did you account for the effect reversion waves coming backwards from the injectors during pulsing?

J/k, but excuse for subject matter. In the 7.3l, 7 and 8 fire consecutively, and the pressure drop or moving wave from 7 reaches 8 right as it wants to fire. This results in a weak 8 injection, which causes a knocking noise called cackle. Owners complained and ford installed a special #8 injector that modified the timing just enough so that it fired right after the pressure wave passed.

Since it's simply an improved stock configuration, and I've been using the stock hardware quite successfully for a long time, I'm taking liberties simplifying the analysis...

But that's interesting and terrifying lol

I can't help but laugh at how easily my car always starts after months of sitting.

http://i26.photobucket.com/albums/c1...pslw4qpkzk.jpg

http://i26.photobucket.com/albums/c1...psjglsjvsx.jpg

A few things to do, then tune, then race.

I miss seeing that car and it's friendly owner.

I'd love to see that thing in person someday. It looks so suave!

Love it!

Done:
-FBM dual pump hanger (pics soon)
-new walbro filters, sleeves, wiring
-new bulkhead gasket
-8an line from pumps to fuel lab filter in stock spot
-8an line from filter to front rail
-6an line from rear rail to AFPR (mounting the AFPR was the hardest part of this)
-6an line from AFPR to 3sx adapter fitting to stock feed
-skillard fuel tunnel
-stock feed to 3sx adapter to -6an hose to FBM hanger return port
-factory return nipple capped
-blue evap "check valve" (mine flows both directions?) connected to hose and pointed down near fuel tank
-DW1200cc injectors


To do:
-replace evap check valve?
-replace coupler at TB (t-bolt clamp seems to be deformity it / it may not be the perfect size reducer)
-get lightweight battery and mount down low to make intercooler piping fit better and make room for future development of water to air IC (can someone point me to pics or how-to of this battery relocation?)
-replace clutch master and slave cylinders (perhaps parranoia, but 5k/10yr old master appears to be leaking into interior)
-replace coolant, oil, check trans/tcase/rear different fluid levels
-"hot wire" ignition system
-build my spare 25 spline tcase and swap on to hopefully isolate my cars "whine" (I suspect I made the tcase mid assembly too tight or used a bad roller bearing)

I think that's it :)

Actually, my rear intake filter may force me to keep a smaller battery (looking for suggestions on battery) in the stock spot.

Either way... the FBM hanger had one major flaw that I corrected. It needed a radiused groove for the hose clamps to fit.

http://i26.photobucket.com/albums/c1...ps9gjcflch.jpg

I took a ton of pics but uploading and posting from my phone sucks

http://i26.photobucket.com/albums/c1...pspqhiv7au.jpg


Actually getting it into the tank required the float/level assembly be removed, then reinstalled once the pumps were past the opening. So bullet connectors were necessary on the float assy wiring.

http://i26.photobucket.com/albums/c1...psndhuktz2.jpg

All in all, so much better than my hacked stock setup.