Turbo Upgrades for the ecoboost?
12-24-2013, 12:20 PM
#161
A technical degree can be fulfilling. LOL
12-24-2013, 12:53 PM
#162
Don't get me wrong, I love having a degree. I'm probably going get my masters in History and teach adjunct at a JuCo one day, when I'm not making cars and trucks go faster. I'm working on a few papers about the Cold War and modern Zombie lore to submit to assorted Historical societies.
However, back to the ranch, MD&P/LET is working and learning everyday in order to bring multiple turbo kits to the market. I keep saying soon, but we have a solid tune and are excited to start releasing things after the first of the year.
12-24-2013, 01:25 PM
#163
Good stuff to know.
12-26-2013, 04:25 PM
#164
I agree with this and with what jwanck11 was saying. There are so many turbo upgrade options for nearly every turbo vehicle on the road and turbo options for many NA cars. So why has it/is it taking so long on the EcoBoost? Fueling and tuning taking FR over 15 months seems odd. Is there a conspiracy out there among the aftermarket executives to withhold power from us?
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Matt6951 (12-27-2013)
12-26-2013, 04:57 PM
#165
International man of Myst
I agree with this and with what jwanck11 was saying. There are so many turbo upgrade options for nearly every turbo vehicle on the road and turbo options for many NA cars. So why has it/is it taking so long on the EcoBoost? Fueling and tuning taking FR over 15 months seems odd. Is there a conspiracy out there among the aftermarket executives to withhold power from us?
12-27-2013, 12:42 AM
#166
Think there is serious consideration for port fuel injection just not plastic manifold. But the new HPFP and increased injectors leave me thinking camshaft VCT with increased load on that camshaft.
But then, GDI injectors are different from traditional port fuel injectors in that they open with a first response of 60V then get all their work done between 1-5ms. When you add more pulsewidth beyond 5ms, the injectors stop increasing in flow (whereas a normal port fuel injector keeps on flowing) therefore a multiple-injection-event fueling strategy is employed by the computer. max operating pressure on these injectors is capped at 2150psi, we can’t get around that hard limit with the technology currently available.. however bench testing was successful and shows we have ~20% more fuel capacity on tap. Lots more to come in this area. These injectors are custom made bosch units and use uprated internals but retain the identical electrical characteristics, spray patterns, and the seating/sealing surfaces of the OEM units to keep tuning simple.
That seems interesting. This would seem to indicate many injection events are necessary to increase ratios, but now capped at 3 ? I'm not sure on that. Nothing ever seemed to put more gas in than Tri-Power. LOL
But then, GDI injectors are different from traditional port fuel injectors in that they open with a first response of 60V then get all their work done between 1-5ms. When you add more pulsewidth beyond 5ms, the injectors stop increasing in flow (whereas a normal port fuel injector keeps on flowing) therefore a multiple-injection-event fueling strategy is employed by the computer. max operating pressure on these injectors is capped at 2150psi, we can’t get around that hard limit with the technology currently available.. however bench testing was successful and shows we have ~20% more fuel capacity on tap. Lots more to come in this area. These injectors are custom made bosch units and use uprated internals but retain the identical electrical characteristics, spray patterns, and the seating/sealing surfaces of the OEM units to keep tuning simple.
That seems interesting. This would seem to indicate many injection events are necessary to increase ratios, but now capped at 3 ? I'm not sure on that. Nothing ever seemed to put more gas in than Tri-Power. LOL
Last edited by papa tiger; 12-27-2013 at 09:47 AM.
12-27-2013, 12:06 PM
#167
Senior Member
Think there is serious consideration for port fuel injection just not plastic manifold. But the new HPFP and increased injectors leave me thinking camshaft VCT with increased load on that camshaft.
But then, GDI injectors are different from traditional port fuel injectors in that they open with a first response of 60V then get all their work done between 1-5ms. When you add more pulsewidth beyond 5ms, the injectors stop increasing in flow (whereas a normal port fuel injector keeps on flowing) therefore a multiple-injection-event fueling strategy is employed by the computer. max operating pressure on these injectors is capped at 2150psi, we can’t get around that hard limit with the technology currently available.. however bench testing was successful and shows we have ~20% more fuel capacity on tap. Lots more to come in this area. These injectors are custom made bosch units and use uprated internals but retain the identical electrical characteristics, spray patterns, and the seating/sealing surfaces of the OEM units to keep tuning simple.
That seems interesting. This would seem to indicate many injection events are necessary to increase ratios, but now capped at 3 ? I'm not sure on that. Nothing ever seemed to put more gas in than Tri-Power. LOL
But then, GDI injectors are different from traditional port fuel injectors in that they open with a first response of 60V then get all their work done between 1-5ms. When you add more pulsewidth beyond 5ms, the injectors stop increasing in flow (whereas a normal port fuel injector keeps on flowing) therefore a multiple-injection-event fueling strategy is employed by the computer. max operating pressure on these injectors is capped at 2150psi, we can’t get around that hard limit with the technology currently available.. however bench testing was successful and shows we have ~20% more fuel capacity on tap. Lots more to come in this area. These injectors are custom made bosch units and use uprated internals but retain the identical electrical characteristics, spray patterns, and the seating/sealing surfaces of the OEM units to keep tuning simple.
That seems interesting. This would seem to indicate many injection events are necessary to increase ratios, but now capped at 3 ? I'm not sure on that. Nothing ever seemed to put more gas in than Tri-Power. LOL
Dude, no offense, but your posts read like the gibberish spam emails that slip in from time to time...
You're either the most clever spam bot ever, or you're not using all the words you hear in your head when you type out these messages.
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engineermike (12-27-2013)
12-27-2013, 12:36 PM
#168
12-27-2013, 01:08 PM
#169
Simply put the larger DI injectors may need to be programmed to inject more times each cycle ( meaning ) intake/compression strokes, during high boost high torque needs and mid range RPM's, since they can't stay on any longer at one time. This probably means the PCM isn't doing it.
Last edited by papa tiger; 12-27-2013 at 01:14 PM.
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StrawHatShinobi (12-27-2013)