16 injector manifold

[xrtim]

eventually finished my 16 injector manifold, running 32lb bosch ev6 for low speed /idle and 95lb bosch ev1 for boost. Almost ready for the Megasquirt MS3 Pro and then whip the engine out for new internals

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not planning on running different fuel,larger injectors will only be for increased fuel demand as boost increases, rails are indeed linked together fuel enters at the top (larger injectors) and returns to digital regulator through lower rail. Don't know if MS will support fuel switching

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The MS3 PRO may well do what you are asking, iatest update is you can specify an ls loom so all plugs in no wiring sensors up (no good for me as most of my sensors have been moved/changed or added to), I went for two sizes of injectors rather than one larger one for a few reasons,should give me more control of fuelling at idle and low rpms as its got to pass emissions(ms has full sequential injector and spark control for v8) and while on boost the larger injector will never lean the engine out.The MS3 PRO will do this and much more.

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The parts on the charge coolers are for a cold air feed. I'm planning on using the area around the fuel filler pipe to house the filter and the space between the fuel tank and side pod to supply the air from underneath the car using those parts. My worry with large injectors is the control at small pulse widths so to make sure that the engine will pass emissions I decided to go the twin injector route and sequential injection. The fuel system is Fuelab variable speed in standard configuration from switchable tanks, if I start to rum into detonation problems I'm going to go methanol injection rather than high octane fuel (can't imagine I will be on boost long). I have a small space left where I can get a decent size tank into. Power wise we will see, got my eye on the G9 Lingenfelter cam quite a bit tamer than my original choice and the same with the crank stroke, I'm looking more at the 3.268 and increase the rpm potential and increase economy on light throttle. Loom wise I,m going to have a go myself even though I hate electrics

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will be using a larger radiator for the charge coolers mounted above passengers fuel tank and a high flow 80lpm water pump so should get the air temps down well. Methanol injection will be by snow performance or aem if I have detonation problems and will need to drill and tap the manifold for the extra nozzles, I have seen a v8 injection kit on ebay with a nozzle per cylinder that looks really good but think its a bit OTT.

Any one know of an off the shelf radiator that will fit above the passenger fuel tank ? maybe a bike rad.

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Digital regulator is Fuelab, it controls fuel pump speed depending on the engines fuel demand.

I have no first hand experience of water/methanol injection so can only give a reply on what I have read and the research I have done.

Rather than a cure for a poor tune I see water/methanol injection as a means to run more boost and make more power safely in much the same way as you would with twin fuel /dual fuel system where you switch to a higher octane fuel under boost to avoid detonation. Instead of adding more fuel to use as an extra cooling medium as the boost increases you can add water/methanol and keep the air fuel ratios higher using less fuel. The methanol injection also keeps the combustion area clean and the last time I looked water and windscreen washer fluid was far more accessible and way cheaper than high octane fuel.You can also carry some mixed ready to top up in the car. As far as I can see water/methanol injection has far more positives than negatives
If any member with first hand experience of water/methanol injection can give some feedback on their systems or experience I would be grateful
Tim

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Thanks for the reply Humble very much appreciated
Heat exchangers are not yet purchased, I only have a few positions available for mounting them, all of them not ideal
The easiest from a plumbing and large heat exchanger size point of view is in passengers side pod above fuel tank(poor air flow, can be increased with side scoop but large space, will need fans)

from your information maybe I use this to take out most of the heat and then add the 2 x smaller factory exchangers upfront for extra cooling together with a large water tank. I will make do with a smaller water /methanol tank for insurance
Regards Tim

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Many thanks Humble and 845ste
A rough measure up and a search on the net has found a 2,3 and 4 core heat exchangers 310mm high x 465mm long and 85mm thick (4 core sizes) that will fit in the side pod. I have also forgot that I have an air feed above the engine that I could use to duct air to another heat exchanger above the engine right where the charge cooler water intakes are, and I can duct the heated air back out the cooling vents in the rear clam that would make for a really simple and straight forward installation to increase the cooling.
845ste did you do the initial megasquirt tuning to get the engine running, if so how easy was it and how long did it take you? I'm trying to get mine running before the year is out mind you I said that last year.
Tim

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Storer said:

Much as I admire your engineering skills and desire to be different (I like different) I am wondering about your wisdom!

My LS7 engined Ultima is tractable on the road with care. Another 100hp (675ish) would probably be the limit on what you can safely use. I am not shy of using the loud pedal but the thought of a turbo engine adding torque in buckets just at the wrong moment would reduce the driving enjoyment.

An Ultima is not the ideal starting point for this type of build (IMO). It will end up a 'point and squirt' car which you may be happy with.

I still applaud your efforts/skills but think you may find the result a bit of a disappointment.


Paul

Thanks for your comments Paul
I intend to have a fully useable and tractable ultima. The goal is to have variable boost in each gear fully controllable via the ecu. Full boost will only be available when the car and I can take it.
I can run different power levels as the mood takes me. I'm looking forward to feel what 1hp+ per kg feels like. I may not like it but I will have been there and done it
Tim

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key750 said:

Hello xrtim, this is my car setup:

http://v8yes.altervista.org/www.v8yes.co.uk/17.htm...

Works perfectly, a low thickness radiator on front of the engine cooling one keep cold the chargecooler water.

Hello Key750
Great job, love what you have done, where have you been when I've been looking for advice, there's quite a few similarities in the way I'm building mine. Do you know what the charge cooler rad is from or where you got it from and does it maintain a steady water temperature in the charge cooling circuit when under boost. Aluminium Tig welding made me chuckle, did exactly the same thing with the t shirt and UV burns
Regards Tim

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key750 said:

My car is built by David Pulford, I have see here some years ago and find one more time this winter..... I have make a offer...
IF you need I look if I find info about front rad! This solution have disturbed air flow for sure but with Evans waterless cooling liquid I never see tempo upper 96°C

Thanks for the information, looks to be a very well built car. I will see if I can find a charge cooler rad the same size, it may be from Pace as a kit