Quote:
Originally Posted by Carolina Dyno
This is why I rarely post on the forums. No offense but by doing the "proper testing and research" I assume in your case you mean reading a bunch of stuff on the internet? There is no reason to call someone out that is doing nothing but trying to help the platform by doing actual research because you read something.
When we talk about research we mean buying a brand new FR-S as soon as they are released, driving it straight from the dealership to our in house dyno. We had the car tuned on BRZEdit before it had 25 miles on it. From there we drove it just long enough to be bored and know the tune was safe. We went ahead and pulled the motor to get some hands on experience, we were going to need a clutch anyway.
While it was out the stories of failing DI pumps and injector seals started popping up left and right. Rather than waiting for a problem I figured I'd go ahead and find a solution just in case. We pulled the heads off and measured for a complete direct injection delete kit if it came to that.
When you look at the combustion side of the direct injector when installed in the head you will notice a lot of small sharp edges exposed. We were able to machine the injector blank to fill the dead space between those sharp edges effectively "softening" the combustion chamber.
We went ahead and put it all back together bone stock for testing purposes despite being so close to being able to build the motor. From there we started on our turbo kit, fan shrouds, catch can, and more.
When we got it back up and running we tuned it again on BRZEdit and the stock DI setup, we have also used ECUTek just for comparisons sake, and now run MoTeC just for it's extensive capabilities.
We were actually able to make more power, and run more timing WITHOUT the DI which even we were surprised about but after seeing the combustion chamber I understand why. It's very evident with MoTeC's knock monitoring that it's a safer combustion environment with the DI removed completely. We have actual data with each cylinder's knock level measured on four adjustable frequencies.
You're talking about a modification that takes away dozens of points of failure (some catastrophic), makes the car simpler, more powerful, lighter, more reliable, easier to work on, easier to tune...
Keep in mind I'm not saying all DI is bad, I am in the middle of building a DI flow bench to provide DI pump and injector data for aftermarket ECU's capable of driving them. I have tuned multiple direct injection vehicles including many FA20 vehicles, and I intend to continue DI testing even on the FA20, but the simple truth is this particular DI system as it comes from the factory just isn't worth it's weight.
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Lol no. Considering the ISF guys have been there and done that, I know exactly what I'm talking about. I'm still not home so I can't just grab a piston from one of my 2ur's to show you where the piston is going to overheat so let me find something readily available on the Internet.
Sorry if you took it the wrong way, but the issue has already been funded, researched, and overcome.