I think you will be the R&D guy.
I haven't heard of this.

Have you done this to another vehicle?

Sometimes we can help with more info

Linda

 

Btw there is nothing wrong with thinking outside the box.
My husband @Top Cat loved R&D
Back in 2015 we were at the track 3Xs a week for T&T and R&D with Josh@HighHorsePerformance

Sometimes times get something to work you need to have supporting mods.
The Hellcats are built well for racing.
And we found gains were made once we got to the higher HP.

Just wondering really what your thoughts
Vs just using bigger injectors?

Linda

 

Btw there is nothing wrong with thinking outside the box.
My husband @Top Cat loved R&D
Back in 2015 we were at the track 3Xs a week for T&T and R&D with Josh@HighHorsePerformance

Sometimes times get something to work you need to have supporting mods.
The Hellcats are built well for racing.
And we found gains were made once we got to the higher HP.

Just wondering really what your thoughts
Vs just using bigger injectors?

Linda

I think you will be the R&D guy.
I haven't heard of this.

Have you done this to another vehicle?

Sometimes we can help with more info

Linda

Nope, haven't done it yet. I can engineer anything that needs to be done so I don't melt electronics, but I was wondering what the tolerances were on the outputs to the injectors, so I would have as much info as possible with which to start.

Also, considering using higher-impedance injectors if it turns out that the open timing and times will be okay but will yield less than double the current output/half the impedance of the twinning of the injectors with stock impedance.

Why not bigger injectors? not going to answer any such questions

I may have to just give it a whirl and see what survives.

 

I seem to have found an injector module for sale on eBay, so evidently, that is the thing that would be at whatever risk I would be taking.

 

BTW kids, "impedance" is resistance to changing or alternating current flow, and "resistance" is resistance to ANY kind of current flow.

Impedance is measured at a certain frequency, because impedance changes with frequency/rate of change of voltage. Generally, trying to run a 10kHz signal through a coil will result in far more impedance than running a very low frequency signal or DC through the same coil.

Evidently, the pulse width of an injector to flow x amount of fuel will not be exactly half of that used to flow 2x the amount of fuel, because the opening and closing times of the injectors have to be taken into account, so the injector pulse width will be k+x*y, where k is the amount of time to open and close it, x is the amount of fuel that flows for a given number of milliseconds, and y is the number of milliseconds required to fulfill the engine's requirements during that injector event. At least, that is what I gather from my limited study of injectors.

 

Does anyone know if the injectors feed back signal to the injector driver/computer to tell it/them that they are open or closed? Or are they simply monitored, or what? What are the wires running to the injectors for?

If I just take a shot at running a second injector per cylinder, I won't need or want anything twinned that does not have to do, directly, with opening and shutting the injector. Are the injectors semi-desmodromic, as in, they are forced open, then forced shut, not forced open then spring shut?

 

If you are asking about stock Injectors @rayzazoo may have an answer.


My HC Charger is modified and uses ID injectors. Josh@HHP worked with them for the Tuning Calibration so they would be specific to Hellcats.

The Library | Injector Dynamics

You could contact them also.
(214) 607-9022

Linda

 

The stock PCM will not support this unfortunately.

 

The PCM controls the injector driver module, from what I understand.
There is a degree of separation between the PCM and the injectors. As far as I can tell, the PCM wouldn't even know the extra injectors existed, only the driver would encounter the lower impedance.
What about this do you say the stock PCM would not support? As far as I can tell, it would not be seeing anything different, but the driver would.

I guess one could twin the drivers, but THEN the PCM would be seeing a difference, indeed.

 

Well isn't that interesting?

I wonder. This controller injects however much fuel you want based on RPM and manifold pressure (in the industry, this is known as Alpha-N, two parameters measured.). Could one use it for an engine alone, INSTEAD of using a carburetor or other fuel management system? The Ferrari F40 used an Alpha-N fuel injection system.

I wonder how many data points this has, or if it is (Oh God please) infinitely variable, automatically sloping between points instead of stepping from one point to the next.

But, thanks for the great answer. It's also not stupidly expensive. One thing I was considering was like Mazda, with its combination of direct-in-cylinder injection coupled with an upstream port injector on its latest engine, could I put a small fog of fuel far upstream, maybe even before the blower, (for better mixture, as carburetors are famous for) and just add whatever extra is needed downstream?

Don't know if the blower is made in such a way that gasoline would not have a negative effect on it, however.

Anyway, this bears looking into, for sure, thanks again.

 

Well isn't that interesting?

I wonder. This controller injects however much fuel you want based on RPM and manifold pressure (in the industry, this is known as Alpha-N, two parameters measured.). Could one use it for an engine alone, INSTEAD of using a carburetor or other fuel management system? The Ferrari F40 used an Alpha-N fuel injection system.

It does not have the capability to do that. It is designed purely to control auxiliary fueling. It is not made to replace engine management or primary fueling.