Archives: Fuel Injection Racing Secrets 2nd edition

Posts related to our book, Fuel Injection Racing Secrets.

Greg Means Racing wins Nost Elim drags

Congradulations to the Greg Means racing team for winning the Nostalgia Eliminator I drag racing class at the Sacramento Funny Car fever race. Greg’s setup lasted to a final round win. Not too long ago, Greg took his team to a high altitude drag race track, adjusted for the altitude, and ran his number right […]

Dyno Prep’ed 572

Mr. Szabo Just an update on my 572. Went to the dyno and made 968 hp, 833 lbs/ft torque. This is with Ron’s Terminator, a 01/2 twin gear pump, .037 nozzles, and a .102 main jet. Air/fuel ratio was 5.3. I was pleased! The information in your books was very helpful and allowed me to […]

Fuel Injection Setup & Tuning

… by Experience & Gut Feel Throughout the racing community, experience and gut feel are the most common methods for the selection of nozzle and jet size numbers for setup and tuning of mechanical fuel injection. It is a form of iteration or ‘connecting the dots’. Given enough time and expense, experience from good and […]

Uniform Standard of Units

Throughout our publications, air intake and fuel delivery values are converted to a ‘uniform standard of units’. That is “pounds per revolution”. The tuning demands for weight of air and weight of fuel become easy to understand, record, and analyze with that numerical value. And easy to change in fine tuning increments with this simple […]

Simple Fuel Pressure Gauge for Peak Fuel Pressure Reading

We used a simple fuel pressure gauge with a peak hold needle to record our highest fuel pressure value from a run. ¬†The gauge is an all stainless, bottom 1/4NPT pipe, glycerin filled gauge with a maximum indicating needle. Glycerin filling is needed to dampen the needles from racer vibrations. ¬†Stainless is needed for resistance […]

Flatlining Fuel Injection for Max Power in Race Engines

An Advanced Method in fuel injection tuning for certain normally aspirated (NA) engines is to flatline the fuel curve. Flatlining is not always possible, especially in very high flowing cylinder heads or efficient pent roof heads on small displacement engines. However, in race engines with common wedge heads or early model Hemi heads, volumetric efficiency […]