Quote:
Originally Posted by Carolina Dyno
When you say deleting the DI serves no practical purpose I have to laugh, here's a few you can't even debate.
1) Weight reduction: In a serious race effort weight is hugely important, the lightest cars out there don't get that way by removing one 500lb object, they remove hundreds of objects that weigh a couple ounces. This system is actually pretty heavy considering.
2) Reliability: Sure if everything is perfect the DI can work perfectly fine and we have plenty of customers running it with no issue. On the other hand removing the system removes no less than 10 potential points of failure, two of which are some of the most common track failures hands down. Long term getting rid of the DI will help reduce cylinder wall wetting, ring wear, and damage to the bore surface.
3) Parasitic Loss & Cams: Removing the DI directly takes parasitic load off the cam, reduces chain stretch & wear, eliminates cam timing errors, etc. It also opens up the potential for custom cams from a variety of manufactures that otherwise wouldn't touch the platform.
4) RPM: For guys planning serious builds that want more RPM out of the motor the piston style DI pump is a major issue, I shouldn't even have to go into detail about why.
|
Weight reduction... in this case, i can think of lots of things that aren't necessary.. like glass, doors, hood, trunks, lets start drilling holes in sh!t while we are at it too...
This is a ridiculous point
reliability The reliability issue argument can be made by just about every system on the car. The bases for your arguement was defeated by yourself. "Lets remove DI so we have ten less points of failure, but add F/I which adds a multitude more "points of failure."
parasitic loss.. well this "would" be a valid argument if there were specific requirements for your class that allowed removale of this system to free up horsepower but didn't allow much other forms of adding power. otherwise this is ridiculous. Direct injection paired with port injection has far more benefits than detriments. burn efficiency and combustion chamber temps are two big ones that come to mind.
RPM.. This isn't a direct injection issue as much as it is equipment issue. If we can tune these cars ti fire multiple pulses of fuel with in the micro seconds of a single stroke at 7krpm I'm sure it can handle single pulses at 9k rpm just fine. F1 cars use Direct Inject at 15,000 RPMs... yes thats right .. Fifteen thousand rotations per minute..
http://www.formula1-dictionary.net/d...injection.html
But i will digress, you are here to sell a product and if you can provide information to the extent that someone benefits from your product go ahead. There was a time like you said when people though EFI was shit and ripped it off for Carbs. Same goes for turbos, superchargers etc. The reality is we as humans are resistant to change and until direct injection has been around 15 - 20 years and gains the acceptance of the aftermarket it will be treated like a bastard child by those who don't understand it.
So when can we expext a carb intake manifold with EFI/DI delete kits included? We'll also need a new peddle and throttle cable unless you plan to release a drive by wire carburetor.