Good ol' winter time forum readin' here.

 

Who are you talking to?

I can consult anyone interested in this arena the pros and cons for any type of injection system thats been designed. There are several fundamental injector designs and variation principals of those, each one having benefits or drawbacks based on the application. Picking the right one for the application is everything. I was mearly stating for big power/reliance a multipoint injection system aka one injector in each manifold runner offer more precise/even distribution if you want to insure safety and really ramp up the power. You don't have one fuel injector running the engine do you? No! The only benefit of a single/pre TB system is it has more time to atomize with the incoming air, which is a great benefit for cooling the charge and you don't have to have as a quality spray pattern coming from the injector or as calculated cc amount, so it is more forgiving in a sense, but what it gains there it lacks in consistency, which is what's required to utilize it for maximum detonation suppressant for each cylinder consistently and thus relying on it to make even more power safely/long term.

Running a ppm electronic injection system is even more precise as the nozzle injects with pulse width control just like a normal fuel injector. These are great for using high concentrations of meth like 100%/no water, where the water/cooling effects aren't as seen by an otherwise constant atomized injection of a more convention pump injection system.

Non progressive single or multi stage systems are beneficial becuase of their simple design ala hobbs switch and response time increase over a progressive system, also alleviates poor atomization due to no low pressure ramp up time, just 100% injection instantly. These systems in my experience are best mated to a multi port config. I can go on and on, and I have posted quite a bit on the subject in various threads in years past. I have experimented and used many of these configs to really see where application applies best.

Yeah, no one likes to be discounted or disrespected for their experience, knowledge or credentials if they have some. Especially when these aspects only provide help/service to other members free of charge to anyone that cares to learn and bennifit. I dont own a speed shop, nor do I make money expressing my experience or knowledge on this website like some do. I'm purely an enthusiast with nothing financial to gain by being right or wrong.

 

You know, if I didn't know any better I would think you know what you are talking about.

 

Becuase I do If you got something to gain or prove by debating what ive said, I welcome that, but I wouldn't risk it. Ive been around the block too many times.

 

Thats the right way to set it up

The base self contained AEM kits that were being tossed around here commonly, which I admittedly experimented with for a period of time left much to be desired. I sent the controller back to AEM when I first got it because I thought for sure there was no way it could have a 3-4 sec delay in the time the contoller saw boost from the time it started to inject was right, but sure enough. Good way to toss an engine relying on that crap!

 

UPDATE: when taking everything apart, the fuel in the rail was gross. Like completely bad. We believe this had everything to do with what happened. With everything together again, we retuned with a different tuner and we believe there may also be an issue with my fuel pump because we are not getting enough fuel. IDC is around high 90's and we made about 400whp on 8psi. I can be happy with that until I figure out what is going on with the pump.

 

Could be as simple as a filter. I'd check there first.

 

I don't think the quality of fuel will be different but shell vpower is considered the best fuel in the UK and is actually bang on 99 ron where as other brands fall short of their quoted ron ratings in independent tests.

Many owners in the UK are running around 475whp (UK figures) at 20 psi with our 99ron equivalent to your 93 for years on stock engines for many years with no issues. 21 psi is considered the limit on vpower.

 

isnt there a huge water/meth official thread?

Boostedf22c or anyone else, if you could point me in the right direction on logging fuel pressure with a more steady reading that im currently getting on aem v2 i would greatly appreciate it!

I was thinking of slowing down the input reading from the sensor on the ems, but dont see the option?

 

I'm happy the OP found his way to me and we were able to help him get his car sorted. Stock block w/ ID1700 on a PTE Gen2 6262 on an AEM V2 Flex Fuel setup now. I stopped just shy of 500whp (stock AP1 baselines 190-ish here) on 92 octane pump gas, but it felt like the setup had 520-530 in it on pump gas, however I didn't really want to push it since we were doing a flex setup.

We got the E content up to 76% using the pump gas E85 (tests 82%) just down the road from the shop. The 3 port interrupt boost control solenoid setup was maxed out at 21psi, but the power was still fantastic -- 700hp with a Gen2 6262 isn't anything to sneeze at.