Quote:
Originally Posted by Pushit2.0
After peak torque you need less fuel the higher you rev the engine, unless you have boost creep or something like that. Why not over lay this with a stock intake manifold on the car?
~John
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Not at all in my experience, but what does that have to do with anything? He was literally out of gas, like tank empty....didn't want to run out mid-run, ya know? And that overlay has already been done....allow me to spend my precious time (
) enlightening you....
This is the DI mani w/ 3" TB vs ported stocker w/ 65mm (ported stock) TB:
gained 36whp and 32wtq over ported stock stuff, which is worth 10-15whp over untouched stock stuff.
Quote:
Originally Posted by ecoli
VE or pulse width might be highest at peak torque, but duty cycle and fuel needs will often continue to rise with RPMs.
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right on, batman!
Quote:
Originally Posted by dumb_ricer
The way I have always looked at it, is that you will run out of injector at peak torque, but you will run out of fuel pump at High RPM's. Dyno results seem to agree with my thoughts in my experience.
At peak torque if the duty cycle is 100 percent, you are out of injector, after that point, you won't run out of injector, but because fuel flow still tends to increase (especially on cars with long powerbands) fuel pumps will die out at high RPM's if the car is still making power.
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This is not at all how a real car reacts. IDC seems to be more a function of horsepower or airflow than anything else. My car makes peak IDC at about 7100-7300rpms, which is where peak horsepower is.