Tvt250
Re: Tvt250
Originally Posted by TVT_DESIGN
I can guarantee with the HP we're putting down now we will not crack the 14.0 barrier with stock drivetrain, weight, etc.
It's more realistic to shoot for a trap speed then an E.T. If we were to gut our interior and throw on drag radials we would deffinately be there, but then would that make our product anymore useful? They way this car is set up 275 HP is probably where you want to be to crack 13.999 in a 6 speed.
It's more realistic to shoot for a trap speed then an E.T. If we were to gut our interior and throw on drag radials we would deffinately be there, but then would that make our product anymore useful? They way this car is set up 275 HP is probably where you want to be to crack 13.999 in a 6 speed.
I know you cant give exact figures but what would you estimate the HP with the exhaust and CAI fitted?
Steve
There’re several MB pilots awaiting verifiable results.
Unfortunately, it’s quoted at only $1000 in his thread…http://forums.mbworld.org/forums/sho...d.php?t=239996
Kindly keep us updated.
Unfortunately, it’s quoted at only $1000 in his thread…http://forums.mbworld.org/forums/sho...d.php?t=239996
Kindly keep us updated.
Re: Tvt250
Originally Posted by splinter
There’re several MB pilots awaiting verifiable results.
Unfortunately, it’s quoted at only $1000 in his thread…http://forums.mbworld.org/forums/sho...d.php?t=239996
Kindly keep us updated.
Unfortunately, it’s quoted at only $1000 in his thread…http://forums.mbworld.org/forums/sho...d.php?t=239996
Kindly keep us updated.
Guest
Posts: n/a
Re: Tvt250
I've gotta run the stock C, SLK, and CLK injectors through a flow test to see where they stand. If they perform the same as the Crossfire then this kit is a go for MB as well.
Please note this price includes all shipping costs.
Oh, and we didn't make it to the track last night maybe tomorrow as I'm heading back from Rhode Island now.
Please note this price includes all shipping costs.
Oh, and we didn't make it to the track last night maybe tomorrow as I'm heading back from Rhode Island now.
If you could momentarily forgive my naiveté, I’d sincerely appreciate it.
Being from the MB side, it could very well be that your setup is entirely different. Our motor’s fuel supply is a returnless or deadhead system. Hence, the pressure supplied to the injectors is entirely dependent on that generated by the pump. There is no regulator with which to adjust their pressure.
To wit:
M112fuelrail-1.jpg
M112-SLK320fuelsupply.jpg
The injectors themselves are an entirely different matter. Consequently, there is potentially substantial horsepower to be unleashed from supplying proper air/fuel ratios at WOT. stallion8797 stated, “…At 3bar the Crossfire's are rated at 15.1 lbs/hr and the MB ones are closer to 16.8 lbs/hr...”
I’ve some MB spares readily available if you’d like to borrow them for flow testing.
No worries on missing your track date. It’s happened to me far too often when business or family has taken precedence.
Good luck with your project.
Being from the MB side, it could very well be that your setup is entirely different. Our motor’s fuel supply is a returnless or deadhead system. Hence, the pressure supplied to the injectors is entirely dependent on that generated by the pump. There is no regulator with which to adjust their pressure.
To wit:
M112fuelrail-1.jpg
M112-SLK320fuelsupply.jpg
The injectors themselves are an entirely different matter. Consequently, there is potentially substantial horsepower to be unleashed from supplying proper air/fuel ratios at WOT. stallion8797 stated, “…At 3bar the Crossfire's are rated at 15.1 lbs/hr and the MB ones are closer to 16.8 lbs/hr...”
I’ve some MB spares readily available if you’d like to borrow them for flow testing.
No worries on missing your track date. It’s happened to me far too often when business or family has taken precedence.
Good luck with your project.
Guest
Posts: n/a
Re: Tvt250
Isn't there a whole thread in here somewhere discussing this?
I was told that the regulator is apart of the fuel pump or near the fuel pump not the rail, but I will have to look at the parts manual to confirm.
I guess if there is no options for a regulator then a boost a pump might work, yet I'de rather just replace the injectors then.
I was told that the regulator is apart of the fuel pump or near the fuel pump not the rail, but I will have to look at the parts manual to confirm.
I guess if there is no options for a regulator then a boost a pump might work, yet I'de rather just replace the injectors then.
Originally Posted by splinter
If you could momentarily forgive my naiveté, I’d sincerely appreciate it.
Being from the MB side, it could very well be that your setup is entirely different. Our motor’s fuel supply is a returnless or deadhead system. Hence, the pressure supplied to the injectors is entirely dependent on that generated by the pump. There is no regulator with which to adjust their pressure.
To wit:
The injectors themselves are an entirely different matter. Consequently, there is potentially substantial horsepower to be unleashed from supplying proper air/fuel ratios at WOT. stallion8797 stated, “…At 3bar the Crossfire's are rated at 15.1 lbs/hr and the MB ones are closer to 16.8 lbs/hr...”
I’ve some MB spares readily available if you’d like to borrow them for flow testing.
No worries on missing your track date. It’s happened to me far too often when business or family has taken precedence.
Good luck with your project.
Being from the MB side, it could very well be that your setup is entirely different. Our motor’s fuel supply is a returnless or deadhead system. Hence, the pressure supplied to the injectors is entirely dependent on that generated by the pump. There is no regulator with which to adjust their pressure.
To wit:
The injectors themselves are an entirely different matter. Consequently, there is potentially substantial horsepower to be unleashed from supplying proper air/fuel ratios at WOT. stallion8797 stated, “…At 3bar the Crossfire's are rated at 15.1 lbs/hr and the MB ones are closer to 16.8 lbs/hr...”
I’ve some MB spares readily available if you’d like to borrow them for flow testing.
No worries on missing your track date. It’s happened to me far too often when business or family has taken precedence.
Good luck with your project.
Re: Tvt250
The regulator is a part of filter assembly, and the pump flow pretty well for a stock unit. It is also located external of the tank.
The Fuel Pump draws fuel through a strainer and pushes it through the motor to the outlet. The pump contains a check valve. The valve in the pump outlet maintains the volume of fuel during engine off conditions for a short while. It is normal for fuel pressure to drop to zero after cool down. The Fuel Pump Relay provides voltage to the Fuel Pump. The Fuel Pump has a maximum deadheaded pressure output of approximately 9.0 kPa (130 psi). The Regulator adjusts Fuel System pressure to approximately 3.7 - 4.1 bar (54 - 60 psi).
The Fuel Pump draws fuel through a strainer and pushes it through the motor to the outlet. The pump contains a check valve. The valve in the pump outlet maintains the volume of fuel during engine off conditions for a short while. It is normal for fuel pressure to drop to zero after cool down. The Fuel Pump Relay provides voltage to the Fuel Pump. The Fuel Pump has a maximum deadheaded pressure output of approximately 9.0 kPa (130 psi). The Regulator adjusts Fuel System pressure to approximately 3.7 - 4.1 bar (54 - 60 psi).
Re: Tvt250
Originally Posted by Shawnkey
The regulator is a part of filter assembly, and the pump flow pretty well for a stock unit. It is also located external of the tank.
The Fuel Pump draws fuel through a strainer and pushes it through the motor to the outlet. The pump contains a check valve. The valve in the pump outlet maintains the volume of fuel during engine off conditions for a short while. It is normal for fuel pressure to drop to zero after cool down. The Fuel Pump Relay provides voltage to the Fuel Pump. The Fuel Pump has a maximum deadheaded pressure output of approximately 9.0 kPa (130 psi). The Regulator adjusts Fuel System pressure to approximately 3.7 - 4.1 bar (54 - 60 psi).
The Fuel Pump draws fuel through a strainer and pushes it through the motor to the outlet. The pump contains a check valve. The valve in the pump outlet maintains the volume of fuel during engine off conditions for a short while. It is normal for fuel pressure to drop to zero after cool down. The Fuel Pump Relay provides voltage to the Fuel Pump. The Fuel Pump has a maximum deadheaded pressure output of approximately 9.0 kPa (130 psi). The Regulator adjusts Fuel System pressure to approximately 3.7 - 4.1 bar (54 - 60 psi).
Re: Tvt250
Originally Posted by Maxwell
F***ing awsome, now to figure out how Vath was able to modify their regulator for higher pressure. got a part number for the crossfires fuel regulator Shawnkey? I'll have to order one to tear apart.
Shawnkey is indeed correct. I appreciate you sharing that information. Very cool!
Fuelfilter.jpg
Now we just need to find a high performance filter.
TVT_DESIGN, PM sent regarding the injector part numbers.
Fuelfilter.jpg
Now we just need to find a high performance filter.
TVT_DESIGN, PM sent regarding the injector part numbers.