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Old 08-15-2011, 02:08 PM   #9
GretchenGotGrowl


 
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Drives: `12 LFX/`11 EB F-150/`13 Sonic RS
Join Date: Sep 2010
Location: Little Rock, AR
Posts: 5,538
Quote:
Originally Posted by Beau View Post
You still retain all of the cooling effects of the DI even though you are adding port fuel, and you can stage the system if you wish as well.

What is your response on my comment about measuring rail pressure? What have you found?

There are many cars that use both today, including the Lexus IS-F.

Save yourself the trouble, and add port fuel on top of it, you'll be just fine. Direct injection works more like port fueling at high RPM's anyways due to the volume and injection duration. It doesn't atomize quite the same as low rpm. You'll notice a lot of DI cars running 14.5 A/F usually up to around 5000 rpm, after that A/F ratio will drop significantly to around normal port fuel levels.

Seriously. Go on ebaymotors, pick up a LY7 Lower intake manifold, Upper intake manifold, and fuel rail. Heck you could even use stock injectors if you want to start - you'll get them for a song. The issue will be in mating up a simple stand-alone for the fuel trigger and injector control. Problems solved.
We've seen two things happen with the rail pressure. The first is just like all the others that the tuner has seen...at middle RPMs the fuel pressure drops too low. The second scenario happens when he tries to compenstate for that...we see the overall flow drop to low at the higher RPMs.
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EFR Twin Turbo LFX-GPI Tune-ZL1 fuel pump-10:1 CR forged pistons-3.45 gear-Meth Injection-BMR Trailing Arms, Bushings & Sway Bars-CircleD 4000 Stall-GPI Fuel Enrichment System
647 RWHP & 726 RWTQ @18.5 psi on 93 Octane (locked converter)
1/8 mile -- 7.158 @ 102.10 (20psi); old build
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