Powerjection III Install and Review

Sweet!

 

OKAY GUY LET ME KNOW WHAT YOU THINK ABOUT THIS LAYOUT? I AM CONTEMPLATING ON AN OPTIONAL WHITE AND BLUE LAYOUT. PLEASE GIVE ME SOME FEED BACK BECAUSE YOUR OPINION MATTERS MOST!!!!

http://i1205.photobucket.com/albums/bb422/professorEFI/forum.jpg

 

Looks good to me.

 

Bitchin.

 

hey sean look into welding in a sump and routing a fuel surge tank ...which requires another epump but well worth it for the main pump not sucking air n hard corners and accel/decel..

 

I might just be using a fuel cell, I will be using new lines, a better pump and bigger injectors though...

 

I'm finally getting around to mounting the unit and found that the fuel rail was hitting the manifold. I bought this spacer to get it up off it... am I asking for any problems running it?

http://www.tdperformance.com/products/?id=3170&iset=7448&rsku=

I assume if it is ok there is no reason to use the provided spacer/gasket included in the kit and just use regular gaskets?

 

That's the set up I am doing right now. I'm using the PJ3 in an offroad application so I am constantly going to be at angles which will makes the fuel slosh around quite a bit for long durations of time:

here's what I got going so far:



the older style low pressure pump (sometimes called the "lift pump") moves fuel from the big cell to the little cell and then efi pump takes it to the throttle body.

 

You are okay to use this spacer. Plastic spacers resist heat unlike the aluminum ones. Therefore no need for the 1/4" gasket.




:gp: by me!

 

Thanks! Damn that was quick!

 

I''ll be using a spectra replacement tank with a ce engineering sump kit http://www.summitracing.com/parts/CEE-4041/
1500hp fuelab pump with regulator
this surge canister http://www.cxracing.com/mm5/merchant.mvc?Screen=PROD&Store_Code=CXR&Product_Code=FST01-86610
.and a delco epump http://www.summitracing.com/parts/ACF-EP12S/

was starting to think about if it'd just be easeir/bette rto just buy a fuel cell like you but submerge the main epump in the cell and still use the second low pump and surge tank...should prove to me less likely to vapor lock and make the main pump last longer!..but i dunno yet
fuel line routing would probably be easier too ha

 

simple and easy to fix is what I am shooting for since I'll be in situations where I wont be around another person let alone a parts store within miles in miles in many cases.

Looks like your plan is pretty darn good too. There is always more than one way to skin a cat.

 

yeah its simple...just having a hard time picturing how I should do the fuel lines ..so in the aspect you're looks easier lol

 

I plan on using all -6 an (so I can carry spares in my trail bag) and only one size of steel braided line. I am going to run hard line down the frame and then steel braided up to the cell(s) and the throttle body.

 

A surge tank is a great idea in ANY application if the project permits ($, space, lines, routing, and such)

Even if you use a "fuel Cell" the fuel will still slosh around, while it is not near a problem like stock tanks are, it can still be an issue.

In the Sprint, when running a return fuel system, If I cornered with anything less than 1/4 tank, It would suck air. One solution to this, while not as good as a surge tank, it to slow the fuel pump down. When I installed the FOD (still bypassing a small amount of fuel through the return line) it took MUCH longer to loose pressure and go lean. Bringing the pump speed down with the FOD helped immensely.

 

Any updates on the forum?

 

Update

Had the car out for some tuning last week. The tip in off idle wasn't as good as I'd like so I was playing with AE. It improved a lot but not all the way there. So I thought may be it's not the AE but the first few cells it goes through. So I went on some back streets, pulled up the Target AFR table to see which cell it was in and drove it real slow on streets with slight hills so it stayed at that RPM with a slight load. Just off idle I had it at 14.7 and I found out it didn't like it there, so I keep lowering it until it smoothed out. I ended up at 13.8. Then went a little more RPM and the next cells up and did the same. Ended up with a AFR of 14. Now the tip in is real nice. It cruises real well at 14.7 in the higher cells, may try going leaner up there and see were it ends up. I could probably pull some AE out of it now. The higher AE positions may be a little high. It goes a little rich when I hit the throttle WO from a cruise. Here are my Map and RPM boundaries and Target AFR Table that I ended up at.

 

Not too much to this point. I never knew it would be so hard to navigate the color scheme pages. I managed to get back text on a black page in some areas which for obvious reasons needs to be fixed.

I have a bunch of these fun things though
:rant::3gears:p:spank::sleep::shock::beers2::moonu::eek2::TU::boring:o No::blast::idea2::laugh::gp::bglasses::beer:bla::ball::af::error::Smarty:uzzled::Comp::Brow:

 

Any one know what the safe max ECU temp is? My engine temp is in the mid 170's and my ECU temp is in the mid 130's. I am not using the supplied gasket because I have a 1/2 inch aluminum spacer with a EGR attached to it. I am emissions exempt but if they stop you around here it all has to be there but it doesn't have to work. I could put a phenolic spacer and try and cut down heat. I would have to remount the EGR somewhere. I don't have enough hood clearance to put the spacer and the thicker gasket.

 

The EMS has had extensive tests run in a thermal chamber which would cycle the temperature from anywhere around -40 to 350+ degrees Fahrenheit. I am not sure of the exact numbers but it was hot enough the heat sinks in the FOD would melt through the plastic case.

I would swap out for the phenolic spacer and hang the EGR off the rear bumper. Its still there right? :grin: