Quote:
Originally Posted by imom
Hi Phil,
Please excuse my ignorance as I'm not that knowledgeable about engines. I read a lot of post direct injection failures because these are just "slip on rubber seals" and a few folks posted how they tracked the cars and had engine failures because of the direct injection seals leaking from heat damage.
How are you able to over come that issue? That video sounds fantastic of you going through the gears... I am on the fence about keeping my BRZ coming from Z4M, this car is kinda gutless and handling the Z4M is slightly better. I had hoped for FI solution since I need to be CARB certified, but the direction injection stories I hear has stopped me from investing into such solution or just getting another car. I like the fact that the 86 cars are light.
Can you please give some insight into this issue with your engine build? Wishing you were over here in the west coast...The 86 car hasn't been a dream as I had hoped it would be... The lack of power and 2nd gear issue has limited some of my joys with this car. Would love to fix this issue versus getting a different car. Thanks!
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I'm not running a factory ecu, I'm running a Hydra EMS first off. The direct injection to port injection strategy differs from the factory ecu. Now while you could tune your Hydra to very closely mimic the factory strategy I've chosen to tune them more independently and I run as much fuel as I can through the DI injector to help keep it cool and to cool the combustion process. I then use the port injectors to suppliment the DI and to provide the overall fuel volume I need for more power. We also have DI pump control and in some areas I may be easier on the DI pump and other areas run it harder to get the extra DI flow I want.
Now there aren't a ton of exceptional tuners in the aftermarket that have experience more towards the calibration level. You have to know what you "need" vs putting it on the dyno with a set of mods and getting the AFR you want. It's not that simple on this engine and I suspect the factory ecu DI ratios are just followed and as larger injectors are used, it skews the actual pulse width through the DI since the larger injector's pulse width is smaller.
You also have to tune smart and over build your engine and parts. You learn this with road racing as your engine must be able to go wide open throttle for 15-20 minutes non-stop, and 8-10 sessions over a weekend. That's like 1000 dyno pulls or 1000, 12 second passes at the drag strip (in a weekend). Your forum "dyno queen" doesn't mean !!!!! on a race track. Now you build your car to be reliable while road racing and you've got one hell of a relaible street car!
This is what we do! People ship us their cars from coast to cost and we build full turn key engines and ecus packages to ship around the world. Never let a little distance stand in your way from making a huge financial mistake or for not turning the FRS/BRZ into the car you've always wanted it to be
We've broken all the parts and spent all the money on R&D so you don't have to be the guinea pig. LOL!
Ok coming off my soap box now
Phil Grabow