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Post a log off your infinity. 1700s are a badass injector. 612hp could be made with id1300s. either your fuel pressure is off or they went soft as hell on your IG timing
I think I'll do that within a couple days and see if some of you guys can look at my log to see what you think. This tuner does try to stay very safe so they aren't blowing people's cars up.
Like everyone else has said, you might need to up your FP, also how are you idling what is the drivability like on the 1700s? I have heard people say it's very poor, but I also have heard it depends on your tuner.
I think the idle and drivability on the 1700s is actually very nice. Pretty impressive considering the size of the injectors.
ID doesn't show any injectors between the 1700 and 2600 on their website though.
ID2000's have been discontinued in favor of the ID2600's, they are vastly superior.
Originally Posted by treimche
I think the idle and drivability on the 1700s is actually very nice. Pretty impressive considering the size of the injectors.
Yep, the 2600's will be a little worse than the 1700's, but still very acceptable.
OP, this honestly doesn't sound far off. Your base is only 43.5 and the ID1700's only flow 6,900cc/min at that pressure. Increase the base another 20-25psi and you should have enough for 725-750whp.
ID2000's have been discontinued in favor of the ID2600's, they are vastly superior.
Yep, the 2600's will be a little worse than the 2600's, but still very acceptable.
OP, this honestly doesn't sound far off. Your base is only 43.5 and the ID1700's only flow 6,900cc/min at that pressure. Increase the base another 20-25psi and you should have enough for 725-750whp.
@hatrickstu thanks for all the information. I will most likely be going to a different tuner to have them see what they can get out of this thing on the current fuel system, and also tune a regular fuel map on low boost.
One thing to note- while I recommended upping the fuel pressure, you should plot the curves for your injectors and your fuel pump. Injectors flow more with more pressure. Fuel pumps flow less. At some point, they cross over. If they're closely matched, then at low fuel pressure you will be injector limited and at high pressure, you will be fuel pump limited. If you find the sweet spot, you could get 10, 20, even 30% more flow than with an un-optimized fuel pressure. To really get this right, it would be best to have a fuel pressure measurement at the fuel pump itself, but this can be inferred via line pressure drop calculations or estimates. There can be 10 psi or more line pressure drop between the pump and the injectors depending on your layout.
The earlier suggestions of a boost-a-pump help prevent fuel flow from dropping with increased fuel pressure and will increase the overall capacity of the system by allowing higher pressure + higher flow through your injectors and fuel pump.
My suggestion- these curves are all on the internet. Spend a few minutes plotting them out, doing unit conversions, and determining your limiting factor. If you're lucky, you can fix it for free by turning the FPR up. Here's an example I did for a LS engine with a Walbro 450, Walbro 525, ID 850, and ID 1050x injectors. With my existing injectors and fuel pump, ~38 psi fuel rail dP maximizes possible fuel flow (where the dark blue and dark green lines cross). With a BAP, that could increase to ~ 57 psi dP without an injector or fuel pump change.
One thing to note- while I recommended upping the fuel pressure, you should plot the curves for your injectors and your fuel pump. Injectors flow more with more pressure. Fuel pumps flow less. At some point, they cross over. If they're closely matched, then at low fuel pressure you will be injector limited and at high pressure, you will be fuel pump limited. If you find the sweet spot, you could get 10, 20, even 30% more flow than with an un-optimized fuel pressure. To really get this right, it would be best to have a fuel pressure measurement at the fuel pump itself, but this can be inferred via line pressure drop calculations or estimates. There can be 10 psi or more line pressure drop between the pump and the injectors depending on your layout.
The earlier suggestions of a boost-a-pump help prevent fuel flow from dropping with increased fuel pressure and will increase the overall capacity of the system by allowing higher pressure + higher flow through your injectors and fuel pump.
My suggestion- these curves are all on the internet. Spend a few minutes plotting them out, doing unit conversions, and determining your limiting factor. If you're lucky, you can fix it for free by turning the FPR up. Here's an example I did for a LS engine with a Walbro 450, Walbro 525, ID 850, and ID 1050x injectors. With my existing injectors and fuel pump, ~38 psi fuel rail dP maximizes possible fuel flow (where the dark blue and dark green lines cross). With a BAP, that could increase to ~ 57 psi dP without an injector or fuel pump change.
Tim
This is sound advice, but one should also consider that with the increased pressure comes an increase in minimum injected fuel mass and low pulsewidth behavior. These two things are huge factors in driveability.
Thanks for the suggestions again. I finally captured a log of a 3rd gear pull so I can post it here. I started in 3rd gear and hit the rolling anti lag, then let it rip through 3rd gear. Traction control was working its magic, which I'm guessing will show in the log too.
This was performed in Mexico of course
Well I guess I can't post AEM session files or data logs here since they are not supported file types
