PRI Magazine June 2017 : Page 24

told us. The company also has introduced new fuel pressure regulators for EFI applications that allow base pressures up to 120 psi, and new versions of its A1000 regulators with a smaller, more sculpted body and a choice of -6, -8 or -10 AN ports in all-black anodized finish. “We are also seeing increased use of our belt and cam drive mechanical pumps for very high-horsepower EFI applications, with pumps available up to 32 gpm, and compatible regulators with port sizes up to -12 AN,” Fickler said. Higher flowing injectors using larger electric and mechanical fuel pumps require high-flow capacity pressure relief valves, fuel filters, and large -12 AN size fuel rails, said Brad Cauzillo of Kinsler Fuel Injection in Troy, Michigan, adding that his company’s K-140 pressure relief valves are well-suited to these high-flow capacity demands. Cauzillo pointed to Kinsler’s valves’ For ECUs and EMS applications, several sources noted that wiring accounts for some of the most common challenges encountered by customers with EFI systems. Because competitors may not be able to fully handle these complexities, “this presents opportunities for shops that specialize in this area,” one source said. Photo courtesy of AEM Performance Electronics. large, efficient flowing pintle and seat, a tight loop, and use of two thin diaphragms installed with the weave at a 45-degree angle to each other; therefore, if a thread is broken in one then it is backed up by the other diaphragm. “The diaphragm material is quite special,” Cauzillo said. “The fabric is premium quality, vacuum coated with a primer, then it has two different elastomer coatings to be compatible with gasoline, alcohol, ethanol, and blends thereof.” Nostrum Energy in Ann Arbor, Michigan, specializes in high-flow rate direct injectors. Sam Barros explained, “With direct fuel injection, we have moved the fuel injectors from the intake ports into the cylinder itself. That means that most of the fuel is now evaporating inside the cylinder. Because the fuel evaporates inside the cylinder, we end up with lower end of compression temperatures, which means there is now a lower likelihood of knocking to occur. “That then enables us to increase the FOR LIVE LINKS, VISIT PRI’S ONLINE JUNE ISSUE AT http://primag.org/17efi AEM Electronics Infinity ECU www.aemelectronics.com • Series 7 Infinity for total control and maximum I/O, Series 5 Infinity for total control with less I/O, and Series 3 Infinity for crate V8s and MEFI conversions. • Airflow model based (VE) tuning. • Flex fuel compatible and multi-fuel capable, featuring multiple boost control strategies, nitrous control, map switching, anti-lag/rolling anti-lag, no-lift shift, integrated engine protection strategies, drive-by-wire (excluding Series 3), variable valve control (excluding Series 3), plus much more. More info at: http://primag.org/17efi1 Cosworth MQ12Di www.cosworth.com • Second generation of Gasoline Direct Injection (GDI) ECU hardware that builds on the success of the Pectel MQ12 ECU and IDU1 Injec-tor Driver Unit separate box solution, which has been used in the World Rally Championship and World Tour-ing Car Championship. • Engine control designed for GDI and PFI applications. • Autocode control strategies with MatLab Simulink. EFILive FlashScan V2 www.efilive.com • Allows users to scan, data log and reprogram their vehicle for maxi-mum performance. • Features digital wide band O2 support for accurate AFR/Lambda measurement. • Gauges and charts display engine and transmission parameters in real time for instant visual feedback. • Playback mode integrates with calibration maps, allowing for com-plex analysis of data logs. • Free and unlimited custom operat-ing systems to support non-factory functions, plus much more. More info at: http://primag.org/17efi3 More info at: http://primag.org/17efi2 24 Performance Racing Industry | June 2017

Previous Page  Next Page


Publication List
Using a screen reader? Click Here