Racecar Book.com » Fuel Injection Racing Secrets 2nd edition

Fuel Injection Racing Secrets

Bob — Wed, 25 Jan 2012 21:05:31 +0000

The web description for “Fuel Injection Racing Secrets” is currently in revision for a 2nd edition. Please notify us if you have any problems viewing or ordering this book.

HP from RAM AIR

Bob — Sun, 11 Sep 2011 16:36:57 +0000

Lastest from a reliable dyno source is about 80 horsepower per psi of boost added from ram air. About 2 psi of added psi over 200 MPH in a forward facing injector hat. For a normally aspirated engine that is about 160 HP more from speed over 200 MPH. For a supercharged engine with a 2 / 1 blower boost ratio, that is about 320 HP from ram air. More info about HP & boost in FIRS & 5HPM.

Drag Racecar For Sale or Trade — SOLD

Bob — Tue, 17 May 2011 08:54:17 +0000

Blown Nostalgia Funnycar; also with 23T Altered body & wing; cover car featured thoughout our tech books; funny car very streamlined & very light; blown alc-nitro KB Hemi with desirable Crower Big 8 Port Fuel Injection, 14-71 supercharger blower, Lenco 3 sp CS1; running with all current certs for NHRA 6 sec. Adv. ET drag racing; setups for Methanol or Nitromethane match race, CIFCA, Top Dragster, NHRA AA/AM, 7.0 Pro, & NE 1 (Nostalgia Eliminator One); turn key, parting out, trade all or part; car with two nostalgia bodies; blown alcohol or nitro late model hemi engine; Lenco trans; spares: KB stage 15 block, Crower nostalgia fuel injector, Donovan fuel pump overdrive, Enderle fuel pumps, Donovan water pump / reservoir system, new late model Hemi cast valve covers, Lenco gear sets; data recorder; couplers, triple valve springs, hemi valves, hemi electronic distritutor w mechanical advance, spare FI nozzles & jets, KB engine tools, 24 foot enclosed trailer, 10 x 20 canopy, portable generator, pedestal grider / polishers, parts washer, misc AN fittings; work bench, vice; 916 419 6649; call 8a-8p Pacific Standard Time; email: bob@racecarbook.com

Fuel Injection on Front Mounted Blowers of the 50′s

Bob — Sat, 09 Apr 2011 15:46:00 +0000

We are now on FACEBOOK. Check out this entry.

http://www.facebook.com/note.php?created&&note_id=106468402771557#!/notes/bob-szabo/fuel-injection-fuel-splits-in-front-mounted-superchargers-of-the-1950s/106468402771557

spare nozzles & jets

Bob — Tue, 08 Feb 2011 19:06:30 +0000

Use Pro-calc to run your fuel injection jetting prior to a flow bench test, dynamometer test, or race outing. To determine a ball park of the nozzles & jetting needed for a test or outing. How many test sessions are compomised by a shorage of proper nozzles or jets available for the test. Testing is time consuming, involves a lot of people, and expensive. Pro-calc can be used for planning the range of nozzle & jetting sizes to best suit the test.

fuel injection nozzles & jetting challenge

Bob — Wed, 26 Jan 2011 14:05:32 +0000

The determination of nozzles & jetting in a new fuel injection setup can be a challenge. Our last racer combination was a auto drag race bracket blown methanol engine. It was 438 cubic inches with 12 to one compression. Our jetting calculator determined nozzles & jetting for an optimum air to fuel ratio of 3.4 pounds of air to one pound of fuel. This remained steady in different air densities, blower overdrives, and engine RPM ranges for over 400 drag races.

Our new engine combination is mechanically identical to this previous combination except for a new rotating assembly. Different rods, pistons, & crankshaft now measure 478 cubic inches with 8.3 to one compression. With only these changes, the old nozzle & jetting setup was drunk rich. New nozzles & jetting were quickly revealed in testing that makes a lot higher air to fuel ratio. It is now 4.2 pounds of air to one pound of fuel. All else in our racer combination including the fuel injection & fuel pump remain the same.

We were all surprised how much difference the changes affected the ratio of pounds of air to pounds of fuel. Even with all of our experience with this combination, the determination of nozzles & jetting for the different rotating assembly required a lot of time on the calculator as well as the test track. The calculator allowed us to easily determine a new jetting combination with the same fuel pressure as before (for good engine response) by holding the total jet area the same. It allowed us to stagger the nozzle sizes, holding the total jet area the same.

We converted to port nozzles soon after the first test runs. The calculator allowed us to determine fuel split (illustrated in our fuel injection books) between the hat & port nozzles and the new jetting sizes to achieve that fuel split. It allowed us to determine the nozzle and main bypass sizes to adjust for air density changes from day to day and from hot afternoons to cool evenings.

Nitro 20%

Bob — Sat, 20 Nov 2010 06:10:23 +0000

We dropped the AFR to 3.2 The idle went up by 300 RPM over the 9% setup (with no idle adjustments).
We picked up 7 hundreds in the 60 foot time over 9% nitro with an AFR of 3.4 The race engine is getting radical.

Nitro 9%

Bob — Sun, 14 Nov 2010 15:07:14 +0000

With a small increase from 6% to 9% nitro, in preparation we dropped the AFR to from 3.7 to 3.4. As a result, we picked up a tenth of a second and about 4 MPH over 6% nitro. Part of that increase was that we were hitting on all 8 cylinders better than with 6%. We are running the engine rich with a low amperage magneto. And performance was reduced for the 6% mixture as a result.

We are using www.airdensityonline.com/pro-calcs/ to determine our nozzle, main bypass, & high speed jetting changes. With this caclulator, we are able to set up an air to fuel ratio target from our spare jetting inventory, maintain a peak fuel pressure, and set up our high speed jet opening point. That is determined from the pressure at the RPM for the opening. More about that adjustment in Fuel Injection Racing Secrets.

The the calculator is easy to use and fast.

Blown alcohol for 2010

Bob — Wed, 20 Oct 2010 07:22:15 +0000

Just a note about our test engine for this year. We put our blown alcohol engine back together for nitro testing this year.

The setup is the same as our race engine described in our Fuel Injection Racing Secrets book except for about 40 more ci and about 3 to 4 points less compression. With those changes we had to increase the AFR from 3.4 to 4.2 The engine is much more sensitive to manifold fuel distribution than the previous high compression engine and needs to run a lot leaner. Off idle power is less than the previous high compression engine, but high RPM performance is in the ball park of the previous engine.

BLOWER BOOST & FUEL SPLIT

Bob — Mon, 13 Jul 2009 23:08:33 +0000

Question: Different racers get different boost readings often from similar blown engine combinations. Why do some get that high boost reading and others do not?

Answer: Boost reading is also a function of the fuel split. Fuel split is the amount of fuel delivered to the blower hat injector versus the amount of fuel delivered to the intake manifold. That amount of fuel split determines the amount of cooling in the manifold. More fuel in the hat causes more cooling. That causes a denser mixture which then causes a lower boost. It then causes a lower boost reading and not necessarily less horsepower as many are finding out. A lot more information about fuel split is provided in 5000 Horsepower on Methanol. More information about boost readings is in Fuel Injection Racing Secrets.