You guys crack me up!!!! James... It's gonna take more that "fuel curve" to get that whale into the 90's... I suspect you should just call Chuck and Hydro Dynamics now for a bottle. lol.
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you guys are Ridiculous.... it not about all of the sudden being in the 90's.. its about making your motor better and if that ='s a mph then cool..
And Rick we know my motor isnt ported. your like a Broken Record...lol yours is CRAAZY... we get it.
Rick if there's more HP above the Rev limiter then why not run a smaller pitch and tap into it?
I like the way you're all Thinking !
My motor is NOT crazy...don't get me started on HT...my point was that it is easier to have your motor built to the 345hp spec than it is to try an mess with the fuel curves in the box. The fuel curve is NOT the rev limiter....you asked about fuel. There is only power above the limiter if its ported....and even with porting I ran my best speed at 6100....
If you want to build a motor that is more extreme than what is currently available than yes FM won't only be a huge benefit but a necessity....for a stock motor with heads and BB throttles I don't see there being a benefit.
the reference to the 93 wasn't an insult...sorry if you took it that way...it's the speed that the Tuff ran with the 300hpdi which obviously had the stock box on it. So, the limiter shouldn't be an issue until you get to those speeds..
James I never knew you to be so sensitive. My understanding is the ht ox66 have very, very mild porting. Richard is right. They are far from crazy.... Clearly the 300xs is making more power up top.
I'm not sure why we haven't seen some sort of external programmer that can do all of this. The Power Commander guys have all the bikes and sleds figured out. It would still be a pain in the ass to build maps but I know for the bikes/sleds they have timing control and the ability to move the limiter.
if you really want to put some more power out of an HPDI
remove the system all together!!!
in the attached patent file you can see how short injection times are page 7 and 8
trying to pump more power at an higher rpm will go beyond the design limits of the system very fast
even with Yamaha using higher injection pressure,s as the other manufactures
you simply run out of time with a 1/4 or slightly more crank rotation of injection time
(may be figure out how to increase the rail pressure but as long as the ecu is controlling rail pressure? )
with through crankcase injection will give a 100% crank rotation injection time (theoretical)
as you would want to stay with a 80% duty cycle
in my opinion leave it alone or remove it all together
and go for an after-market ecu
save your money for when aftermarket piezo injection becomes available at an affordable price
that can inject when ignition is already occurring
Thats doesnt look like a Yamaha system although it is a basic DI lay out. Also Yamahas fuel rail pressure is not controlled by the ECU. Its control by a regulator in the high pressure pump, the ecu sees the rail pressure and adjusts accordingly to any fluctuations.
no it,s not the HPDI system but i put that there to the explain the same problem you run into
"the limited time to inject"
this becomes more problematic as rpm,s rise
especially if you are going to port the block which will increase top fuel consumption at an higher rpm
any update on the ecu would be great
how is the ecu working out?