merc 2.5 injectors

[PanRonnie]

Maybe of some help

[patchesII]

The new ID “X” series injectors are the best “mass produced” injector available, IMV (and I see they appear to have now upgraded again with an “XDS” designation) It is the only injector on the market with all stainless internals, which should be an industry standard with todays fuels. The 1300 is a big injector too, although I suppose you needed that because of the much lower stoich of methanol. And they are considered very expensive injectors (at ~$230 apiece) yet they’re still cheaper than Merc sells those vintage Bosch hose feeds for, lol. And ID flow matched each set it sells, which is worth a few extra dollars, in and of itself, IMV.
Were you driving the 1300s with the Merc ECU and a stock fuel map, if you don’t mind saying?

I ran them for years on a Mercury A6 with a slightly tweaked fuel map and a little more pressure than stock Mercury. I used a Fuelab 6 micron filter at the recommendation of Injector Dynamics. This was before they made their own filter. My 1300’s were 6 of the original 200 prototypes they sent out in 2013. I had to replace one because of contamination after the first year when I was still running a 40 micron stainless filter. After I upgraded to the 6 micron they were flawless

[BLisBack!]

10 micron is a min. I've have good luck with this Summit filter and the Aeroquip socketless -8AN push on hose. AEM pumps and an adjustable reg, relatively cheap and they get the job done.


-BL

[CI STV]

10 micron is a min. I've have good luck with this Summit filter and the Aeroquip socketless -8AN push on hose. AEM pumps and an adjustable reg, relatively cheap and they get the job done.


-BL

I’ve used those AEM 400lph pumps before, and it is hard, if not impossible, to find a better pump for the price. They used to be rated at 380lph before and AEM didn’t recommend using them with ethanol, but they have recently certified them for E85 use and re-labelled them as a 400LPH pump.
I made a mistake in my earlier post when I said I was using a 40 micron. The filter element I’m using is the Aeromotive Microglass 10 micron. That still doesn’t offer the level of filtration of the ID filter or the 6 micron Fuelab filter that patchesII is talking about though though.

[CI STV]

I ran them for years on a Mercury A6 with a slightly tweaked fuel map and a little more pressure than stock Mercury. I used a Fuelab 6 micron filter at the recommendation of Injector Dynamics. This was before they made their own filter. My 1300’s were 6 of the original 200 prototypes they sent out in 2013. I had to replace one because of contamination after the first year when I was still running a 40 micron stainless filter. After I upgraded to the 6 micron they were flawless

That’s pretty awesome, man. Thanks for sharing. Wait, wasn’t it one of your motors I saw pics of on these forums with some injector bungs welded into the side of the block, for secondary injection? That’s the kind of innovative approach that I love to see.

[BLisBack!]

Yes, staged injection is the way to go. Think about it, carbs were designed that way for years, that was the motivation for spread-bore 4 barrels. And especially with nitrous, which is the only way a 2 stroke is gonna keep up with a 4 stroke that has a supercharger (power wise).

-BL

[ironhead stv]

Great pump But draw too many amps

[CI STV]

Yes, staged injection is the way to go. Think about it, carbs were designed that way for years, that was the motivation for spread-bore 4 barrels. And especially with nitrous, which is the only way a 2 stroke is gonna keep up with a 4 stroke that has a supercharger (power wise).

-BL

I hear you, although I think the reason for creating the spread bore carb was to increase fuel economy, which the Rochester 4 barrel was pretty damn good at, especially if it was tuned by the right guy and had sufficient fuel pressure at WOT to keep the tiny fuel bowl filled. The Holley spread bores were better over all, but still didn’t perform like the square bore double pumpers, or a lightly sprung vacuum secondary, like the 3310 carb.
Fuel injection compensates for by modulating pulse width until the injector maxes out, which is easy to do when you’re running methanol, and this, I believe, is the primary reason for needing secondary fuel injectors on a 2.5.
With supercharging (or turbos) it’s easy to help increase fuel delivery by using a boost-referenced fuel regulator.
For nitrous, it’s always best to have a separate fuel supply for the nitrous system so that you can manage fuel delivery to dial in the nitrous/fuel mixture and so you can regulate the pressure in such a way that it doesn’t drop once the fuel solenoid opens.

[BLisBack!]

Tiny bowl! Lol So true! Had to have a smooth fuel pump (electric) and if you had a cool can in-line it was in heaven. Otherwise that tiny bowl would boil over as soon as you hit WOT. But if you did all that and had the small inlet valve they ran perfect. Darn near EFI. But it was a lot of work to get the old Qjet to compete. Those were the days. I still have one on my cruiser, it gets me to the islands and back so I can’t complain.

-BL

[patchesII]

That’s pretty awesome, man. Thanks for sharing. Wait, wasn’t it one of your motors I saw pics of on these forums with some injector bungs welded into the side of the block, for secondary injection? That’s the kind of innovative approach that I love to see.

Yes. That was mine

[BLisBack!]

Ok, I’ll ask… so what controls those “other” injectors? -BL

[patchesII]

Ok, I’ll ask… so what controls those “other” injectors? -BL

At the point I was running that setup I was using an Emtron KV12 engine management setup

[BLisBack!]

Cool. I was wondering if you tied it into the stock Merc ECU somehow. My ECU has 16 channels but I haven't played with that yet. I want to use it as an enrichment for nitrous but want to get the individual cyl EGTs in place first.

-BL

[patchesII]

Cool. I was wondering if you tied it into the stock Merc ECU somehow. My ECU has 16 channels but I haven't played with that yet. I want to use it as an enrichment for nitrous but want to get the individual cyl EGTs in place first.

-BL

I wasn’t just using those injectors as enrichment. We learned a lot with that setup. The biggest is that the phasing on such a short injection window is critical. Not so much for power but if the injector is still firing when the piston skirt goes by you will scuff pistons. Really only viable for what I was using it for and we needed a bigger injector in those holes

[BLisBack!]

That's interesting why a pre-mix gas/oil spray would scuff like that. My ECU has an adjustment for injector timing but I have noticed nothing power wise using it but I'm still injecting into the crankcase right now.

-BL