The exact equations on how to calculate the injector size is out on s2ki somewhere.

But the basics are

Based on the expected max engine HP/TQ (not wheels)
we can calculate the amount of fuel that would be required from there calculate the max amount your pump must flow and how much each injector must flow but don

 

Is the AFSC being designed for both the 2.0L and 2.2L engines? I have not seen any discussion on this.

 

RC Engineering's got a pretty nice injector flow worksheet: http://rceng.com/technical.htm#WORKSHEET

 

[QUOTE=deppenma,Mar 22 2006, 01:37 PM]The exact equations on how to calculate the injector size is out on s2ki somewhere.

But the basics are

Based on the expected max engine HP/TQ (not wheels)
we can calculate the amount of fuel that would be required from there calculate the max amount your pump must flow and how much each injector must flow but don

 

Good stuff! Thanks!

 

yes the same compressor would work for both models


[QUOTE]ITB's are cool, but if they don't have throttles I'd think we'd have to call them "injector bodies" (IIB's) or something.

 

So the compressor would make boost to 8000 on th 2.2 and continue to make boost to 9000 rpm in the 2.0? How would the applications differ? Thanks in advance.

 

The design would need to change a bit but nothing big since the compressors are cut on a C&C. The change would most likely come from a different step up gearing ratio not from a new blade design.
The 2.0 standard compressor would put out 8psi (AFSC8.2.0l) at 9k
The 2.2 standard compressor would put out 8psi (AFSC8.2.2l) at 8k

So the 2.2L version would build boost a bit faster then the 2.0 version but the 2.0 version you have more area under the boost curve because of another 1000rpm making all things almost equal once you get on the street.

If you did bolt on the AFSC82.2l on to a 2.0l version you would end up getting 9psi at 9k.

With the version I want (AFSC12) the engine displacement/max rpm would not matter as much since I plan to pressure regulate the system to control the pressure supplied.

I glad there are still S2k

 

[QUOTE=deppenma,Mar 23 2006, 12:41 PM]With the version I want (AFSC12) the engine displacement/max rpm would not matter as much since I plan to vent the system to regulate the pressure supplied.

 

I will try and explain why/how my preferred system would operate within the design constraints of a 12psi compressor output at 8k (2.2L)

The AFSC12, AFSC8.2.0l AFSC8.2.2l is my own nomenclature for a unrestricted compressor that is running relative to the max engine rpm and the max pressure it will put out at the respective max engine rpm; to help me from getting confused as to which compressor design I am working with at that particular time.


If you look back you will see a couple of screen capture I took showing why I would need a system to regulate the pressure at a pre set limit. (second to last graph pressure profile ).

With out a pressure regulation system on my AFSC12.2.2l design the pressure would go above 8psi at about 5000rpm. Now depending on if you have lowered your compression we are getting close to where I would feel uncomfortable with any more boost. So we must control that ressure some way to prevent the engine from getting to much boost.
The compressor will continue increase its output pressure linearly with rpm regardless if I control the final pressure or not.



The main idea behind my concept of using a AFSC12.2.2l or a AFSC12.2.0 is to get more boost/flow low end (more like a PD Blower) and get the same boost/flow as a turbo up in the RPM band.


I am still working out the system dynamics of the venting system.
I should post my results either this weekend or early new week