Twin injector system?

[frederic.breitwieser]

>Let me know how this works out, sounds interesting and very simular.

Okay, that I shall :)  So far so good on the Buick V6.  I've obtained 480HP 
and the block held together.

>Nope, the Sn-89 is an 8psi syem :( I wish it was larger...

Well, you can always upgrade a year from now :)  I have a 8PSI system on my 
Lincoln (FWD, 3.8L V6), and its more than overkill.  It gives me power where I 
wanted it - accelerating onto the freeway and passing.  Off the line, well, 
its still a 4000lb front-wheel-drive slug.

>With the idea I have in mind, leakage would not be a problem at all. :)
>It's so simple, there is nothing to leak...

Well, feel free to elaborate :)

>This sounds like a great idea, and one that is needed, if it works, I'll
>be glad to try it out.

See my other posts... but its nothing more than a few extra links in a timing 
chain, that's pinched between two gears on a slider, a slider that moved using 
a hydralic clutch cylinder.  Nothing terribly fancy.  But it worked.

>I have the alcohol water injection systemand it works great fro keeping
>detonation at bay and does add some performance too, but itis not

I got my alky setup from the plans that Phil V on the GN/TTYPE list created.  
Its a basic, good system.  I mounted my foggers after the turbo(s), therefore 
under high boost, the tank bubbles as the akly is blown out of the engine.  
Another gent on that list felt using a CO2 tank to pressurize the Alky, then 
blast it in that way was a good idea, and had success with it.  I have tons of 
CO2 tanks, fittings, hoses, and other equipment from my paintball (skirmish) 
gear, and might take a crack at it.  However, I'd be concerned about Co2 being 
blast into the engine at 1000PSI if the alky ran out.  Anyway, another project 
for another day.  By using another injector for the Alky, it could be metered 
carefully and controlled "properly" rather than approximating.  The other 
advantage, if you decide to run another, more radical fuel (nitromethane for 
example), the injector is there.  This is one of the things I want to play 
with, but have been concerned because of the 10:1 c/r.  Nitro requires a much 
higher compression ratio.

>just ahead of the throttle plate, and kicks the pump inot high at approx
>100 psi.

Its a great system until the supercharger/turbo blows the wrong way though the 
alky line. I'm still trying to figure out how Phil V on the GN list got it to 
work so well.  I debated putting the alky nozzle before the turbo, but then we 
on the GN list got into a large conversation about alky/water droplets hitting 
the turbo blades, spinning at 80K RPM.  I can see the blade fragments flopping 
into the engine :(

>I would rather use the second set of injectors for straight alcohol or
>gas, but 2 40# injecotrs? How much horsepower are you running? <s>

The current setup produces 480 HP at 5500RPM.  The goal is 800.  But I know 
either the block will dissintegrate or I'll chicken out before then.  Running 
two small turbos, TE44's I think, 93 octane Sunoco, 10:1 C/r (actually 9.8:1), 
a little alky in the mix, piston cooling via oil spray on the bottom, a 
windage/crank scraper, dry sump, my silly looking long runner intake manifold, 
two 40LB injectors, one connected as a sequential injector, the second 
injectors fire together as batch, managed by a haltach.  Its two years old, 
don't remember the model offhand.  H3 I think.  The turbos sit right behind 
the engine block, the mild steel headers blast into them, and the intake log 
faces the rear of the engine and is about 10" from the turbo fresh air 
outlets.  I put a filter onto each turbo inlet, and that was that.  The mild 
steel headers we made are already starting to crack from the heat.  But its a 
test, so what the hell.  The headers are not equal length headers either.  We 
tried to make headers that flip underneath the engine, so every other exhaust 
pulse went into alternating turbos, but that was 1) too much work 2) created a 
large mess under the engine 3) did I say too much work?).  Used a 260H series 
Competition Cams.

Anyway, that's what we did to achieve the 480 HP.

Remember, this is going into a 2000lb mid-engined car, so I don't want to get 
too radical with the power - it will just spin wheels.