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Old 04-06-2011, 01:45 PM   #926
Maxwell Power
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Just run the 2200's. they work great and fit.
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Last edited by Maxwell Power; 04-06-2011 at 02:55 PM.
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Old 04-08-2011, 12:03 AM   #927
TORC
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ID1000's aren't quite cutting it for me (well, my fuel system isn't quite coping with the extra fuel pressure needed), so I've decided to go for ID1600's and drop the fuel pressure back down. Wasn't sure how lean we could get ID2000's to idle on pump, and the 1600's will give me enough fuel.

Fitment should be OK in my case as I have PFI rails and soft lines as well as the Cosworth manifold which re-positions the coolant reservoir a little too.

Last edited by TORC; 04-08-2011 at 12:08 AM.
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Old 04-08-2011, 12:26 AM   #928
Prevent
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Id1600's are longer than id1000's
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Old 04-08-2011, 05:22 AM   #929
armyssoldierboy
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Quote:
Originally Posted by Maxwell Power View Post
Just run the 2200's. they work great and fit.
Right now I have 3 93oct maps and 1 MS109 map...that I'll probly never run. I didn't even ask for that tune but oh well. I asked for e85 and they said not practical for dd's....it's my car and I wanted it :/ So I have:
- 1 x Walbro fp
- T1 Racing Topfeed coversion kit
- ID1000's
- -6an lines

What could I get besides a fpr to raise the pressure and a different pump? I've been looking at different surge tanks, in-line pumps....other peoples setups but don't have part numbers. So far I've came to:
- 2.2L surge tank
- Bosch 044 inline fp
- fittings and lines as needed
- Aeromotive fpr
* ??Injectors??
* ?Do I really need in-line filters?
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Old 04-14-2011, 09:18 AM   #930
Glycerin
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bump!
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Old 05-18-2011, 06:44 PM   #931
the suicidal eggroll
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For all of you guys running the T1 top/side feed conversion rails with Bosch injectors, what did you do about your per-cyl fueling compensation?

I can think of 4 possibilities
1 - leave it stock
2 - leave it stock but scale the x-axis due to the change in injector flow (similar to scaling tip-in)
3 - zero out the entire table
4 - re-tune it from scratch using a 4 channel EGT

4 is a bit much for me, I'm just trying to decide between #2 and #3. I've heard reports that the per-cyl compensations are due to the flow characteristics of the intake manifold, in which case you'd want to go with #2. I've also heard reports that the per-cyl fuel compensations are due to resonances in the stock fuel rails, in which case you'd want to go with #3 or #4 (I often see people saying to zero out the table when going to aftermarket parallel fuel rails).

So, what is it?


I just finished installing the ID2200s, top feed conversion rails, trunk mounted surge tank, all new fuel lines, filter, aftermarket FPR, etc. running E85. After fixing the leaks and adjusting the FPR to 43 psi with the engine off, the car fired up on the first try and idled well. It was idling a bit lean once it warmed up (~16:1) until I dropped the injector scalar by 9%. That brought the steady state idle fueling in line, but it's a bit uneasy and misfiring, and I think the per-cyl fuel compensation might have something to do with it (I just set my tables to 0).

Last edited by the suicidal eggroll; 05-18-2011 at 06:53 PM.
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Old 05-18-2011, 09:36 PM   #932
crashtke
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Well, I can say that the best option is #4. We have a set of 2200's on a pretty hot build on E85. Leaving the parameters alone yields some plugs quite lean, others normal-rich. Zeroing them out yields crappy running in part throttle and cruise. We are going to adjust based on the plugs and go from there. We do not have individual EGT bungs welded in on this build and since the customer is planning on selling it in the next year or so, I really don't think he is particularly interested in messing with it to that extent and paying for the seat time and modifications on it to make a complete map for it.
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Old 05-18-2011, 11:28 PM   #933
Maxwell Power
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I think #2 sounds like a great starting point.
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