New injector possibilities... Comptech?
05-06-2005, 02:28 PM
#41
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update:
I asked:
>did the 440cc injectors direct swap for you or did you need to modify
>the fuel rail?
On the S it required cutting the connection wiring as the 440cc injectors
had a different setup to wire in, but it was a direct swap other than that.
05-06-2005, 02:44 PM
#43
Originally Posted by mrsteve
Yes... I'm wondering if the ACM would work with the 2nd Gen as well...
05-06-2005, 02:56 PM
#44
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Originally Posted by Smitty
update:
I asked:
>did the 440cc injectors direct swap for you or did you need to modify
>the fuel rail?
On the S it required cutting the connection wiring as the 440cc injectors
had a different setup to wire in, but it was a direct swap other than that.
That doesn't mean the 440s will also be a direct swap to our cars. Our fuel rail clearance is much less than in the S2K, RSX, etc.
05-06-2005, 03:38 PM
#45
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Originally Posted by mrsteve
That doesn't mean the 440s will also be a direct swap to our cars. Our fuel rail clearance is much less than in the S2K, RSX, etc.
Ram says it is a direct swap... and I am all about lowering my fuel pressure more and playing with the e-manage..
I just need to do some research and buy 2 more injectors.
05-06-2005, 03:44 PM
#46
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New injectors should cost around $100/each. So if you buy those used ones, $350 all together for 6 injectors is a great price. 
Although you are only increasing the volume by 100cc... don't really know how much that is gonna change things or how much more you can lower fuel pressure. You could run the 10psi pulley though.
Although you are only increasing the volume by 100cc... don't really know how much that is gonna change things or how much more you can lower fuel pressure. You could run the 10psi pulley though.
05-06-2005, 04:10 PM
#47
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Originally Posted by NSX-Tuner
I've spoken with Shad at CompTech a number of times about possibly using the ACM as a replacement for the ESM in our CTSC kits. He's seriously considering it but it's not a top priority right now. But if enough of us contact CompTech about this, maybe it will get more attention sooner than later.
Should be do a group email and sign off our names??? Cuz with all SC owner together asking for it, that will get there attn more?
05-06-2005, 05:39 PM
#48
Originally Posted by babyblue
Should be do a group email and sign off our names??? Cuz with all SC owner together asking for it, that will get there attn more?
It would be much more affective is it were a letter. I'll put my name on it...
05-06-2005, 06:58 PM
#49
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if the connector is the same as stock, i'd get them. I think 550's are way too much though, 380's should work good.
Even with the monster fuel delivery system, the 550's are still quite a challenge to dial in. I'm gonna stick with the stock injectors for now.
Even with the monster fuel delivery system, the 550's are still quite a challenge to dial in. I'm gonna stick with the stock injectors for now.
05-06-2005, 07:45 PM
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steve you know what i meant ... sorry its been al ong day .. i got half way through the sc install and had to deal with acrapload of customer since 6am this morning 
lets all email comptech or call them. i like the idea of the replacement of the esm
lets all email comptech or call them. i like the idea of the replacement of the esm
05-07-2005, 10:58 AM
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Interesting Development...
I've learned that Comptech modified stock RSX injectors (which flow 310cc) to flow 520cc. They are capable of modifying the S2K injectors to get them to flow much higher. So we could have injectors that swap in directly and flow quite high. Although ~440 is about all we'd need IMO, they could flow even higher.
I've learned that Comptech modified stock RSX injectors (which flow 310cc) to flow 520cc. They are capable of modifying the S2K injectors to get them to flow much higher. So we could have injectors that swap in directly and flow quite high. Although ~440 is about all we'd need IMO, they could flow even higher.
05-07-2005, 12:54 PM
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Originally Posted by allmotor_2000
Even RC Engineering can modify injectors... it ain't cheap though and there is a limit.
Do you think 360's would be enough to run 10psi on the intercooled blower?
05-07-2005, 01:46 PM
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i dont think so ... when I had my jetta i had to upgrade to 440 cc just to be able to hit 10 pounds on a turbo .. i know its a completely different story .. but i went through 360 and a few others before i decided. I think 440 would be a perfect match for the ideal setup
05-07-2005, 02:14 PM
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like isaid .. im just saying 
i think 360 would work fine with a fpr but i always like the idea that less pressure has to be used to flow more fuel while still flowing it accurately
i think 360 would work fine with a fpr but i always like the idea that less pressure has to be used to flow more fuel while still flowing it accurately
05-07-2005, 03:01 PM
#58
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The air-flow (and hence fuel requirements) for 10psi on a Jetta is like 4psi on a J32A2. Now the flow-rate of the turbo, IC etc. also play into the equation, but as MrSteve said... its not a comparison.
For 400 hp (crank) on a 6-cylinder motor given the following constraints:
BSFC: 0.55 (okay for S/C... and slightly low for Turbo)
Injector D/C: 90%
Rail pressure at max boost: 100psi
You need 6 injectors rated at 280cc (@ 43.5psi).
For the same application on a 4-cylinder motor, you would need 4 injectors rated at 420cc.
If you want to keep your rail pressure at say 65psi (max boost, with a 1:1 regulator), you would need 6 injectors with 350cc.
So... for most of the FI CL-S applications we have on this board, 360cc injectors (S2000 or whatever) should work with the following mods:
i. Remove the Comptech FPR and use the stock one (or a 1:1 regulator)
ii. Compensate for the larger injectors with the E-manage... it should handle 360cc
iii.Make sure you have an AFR so that you can tune properly!!
On my application I use the extra 750cc (div/6 = 125cc)... to essentially bump each cylinder by an extra 125cc so that its like I have 375cc injectors running at 85psi @ 6psi boost; good for 500 crank hp. I am sure the fuel is not perfectly distributed, but it should be close. I don't like the way the E-manage compensates for larger injectors... hence I chose this route.
On the RSX's etc. that use Hondata... the pulsewidths are actually reduced to get these motors to idle with 550cc+ injectors. On the E-manage, it just tricks the ECU.
For 400 hp (crank) on a 6-cylinder motor given the following constraints:
BSFC: 0.55 (okay for S/C... and slightly low for Turbo)
Injector D/C: 90%
Rail pressure at max boost: 100psi
You need 6 injectors rated at 280cc (@ 43.5psi).
For the same application on a 4-cylinder motor, you would need 4 injectors rated at 420cc.
If you want to keep your rail pressure at say 65psi (max boost, with a 1:1 regulator), you would need 6 injectors with 350cc.
So... for most of the FI CL-S applications we have on this board, 360cc injectors (S2000 or whatever) should work with the following mods:
i. Remove the Comptech FPR and use the stock one (or a 1:1 regulator)
ii. Compensate for the larger injectors with the E-manage... it should handle 360cc
iii.Make sure you have an AFR so that you can tune properly!!
On my application I use the extra 750cc (div/6 = 125cc)... to essentially bump each cylinder by an extra 125cc so that its like I have 375cc injectors running at 85psi @ 6psi boost; good for 500 crank hp. I am sure the fuel is not perfectly distributed, but it should be close. I don't like the way the E-manage compensates for larger injectors... hence I chose this route.
On the RSX's etc. that use Hondata... the pulsewidths are actually reduced to get these motors to idle with 550cc+ injectors. On the E-manage, it just tricks the ECU.
06-20-2005, 03:29 PM
#64
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Originally Posted by 02AV6
Right, but what year? '03 and '04-05 are different part #.
Allmotor was the one who told me about the injectors.. ask him what year.
for '03 S2K (2.0L) and '04-05 (2.2L) have not been tested yet.
12-14-2005, 08:21 PM
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could we just remove the FPR and tune away with the emanage and stock injectors? I currently have removed as much fuel as the emanage will allow in the upper rpms, and the car still runs on the rich side.
12-16-2005, 10:36 AM
#71
You have to run your rising rate FPR with stock injectors, however sometimie in March/April going to try Aeromotive 1:1 FPR with higher flow S2K injectors vs. current rising-rate Vortech FPR. I do like it more than CT unit, however 1:1 + large injectors and E-Manage adjustment it should benefit in better driveability and possible mid-range gain.
And going to resume EU testing when return mid February from business trip starting mid-January next year.
And going to resume EU testing when return mid February from business trip starting mid-January next year.
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