RTz

Exactly.

Kirby, It would help if I understood what you're trying to accomplish... PM me, and we'll go from there.

Welcome to the art of intake manifolds The cross-sectional area of the runner is the single biggest influence on where torque peak falls... 1.500" ID puts the natural torque peak (of the runner) around 5540 RPM on an L28. Pretty steep for most folk. 1.450" ID... 5200 RPM 1.400" ID... 4850 RPM 1.350" ID... 4500 RPM I wouldn't run any less than 6" length and I'd like to see more like 7"+. Don't discount taper. General consensus is about 2.5% (in area) per inch. Parallel walls are normally frowned upon... I wouldn't use 4x4 without good reason.

Rainer, A general rule of thumb... better chambers require less advance to reach MBT. The factory (L-series) chambers are not terribly impressive... so they respond well to more advance than a modern engine. On the other hand, Monzters chambers are a thing of beauty. That is largely, if not entirely, why his timing numbers are modest. On a bone stock 8.3:1 L-series, total timing will probably be in the 38-40 degree range (on premium US fuel). You have more compression and different gas... you will likely find different results. Any map you use/copy should be thought of only as a start point. You must test & tune.

:mparty::mparty: Happy 63rd, Buddy!!

There is plenty of opinion and theory on the topic. Volumes have been written. Here's a starting guide... Bottom line, give the engine what it likes. On a dyno, most modern unmodified engines will reach mean best torque (MBT) before they begin detonating. At that point, adding more advance is useless (and more stressful), and power will begin to fall. Eventually detonation will set in. However, some engines are detonation limited and some timing value below that threshold will typically produce MBT. If you find more torque beyond detonation, its an indication that only a portion of the cylinders are detonating, but its still 'unsafe'. Give the engine what it likes. At idle, good timing will generate good vacuum. Give it what it likes. Fuel mixture effects the rate of burn, so it can have an influence on 'optimal' timing. Dyno will show MBT. Give it what it likes. Lighter loads decrease the dynamic comp. ratio, causing a slower burn rate. More advance will prove 'better' with light loads. Fuel economy, response, and a dyno will help guide you with this. Give it what it likes. Many engines will start anywhere between 0 and 20 degrees. Again, give it what it likes... you'll know. You will usually find that there is a 'window' of MBT over several degrees of timing. Choose the lesser advance. In fact, slightly 'under' the window, with a slightly richer mixture often produces very similar MBT, with less stress. Never run more advance than required to get you to MBT or knock threshold. Tune. Tune. Tune... and don't forget to give it what it likes.

If the VR is wired in reverse, EDIS will not function at all.

I think he meant 200KPH

How rude!

Below is a nice article comparing opposite injector locations... http://www.usrallyteam.com/content/t...ng_article.pdf

Its not possible.

Curious, why do you suppose there is a 'freeze plug' in the intake manifold?

Z-ya's advice is solid. Another way to approach this... pick a dealer that's going to provide proper support, and buy whatever system he sells, regardless of the name on the box... Getting the most out of a 'junk' system is better than getting nothing out of the 'best' system.

Speeder is right... Damn it Zmanco, please except my apology for misleading you.

The current limit function is to protect and properly control low Z injectors... not the drivers.

Well, not exactly. PWM and current limiting are two independent actions. Current limiting, with low Z injectors, keeps them from burning up. If you allowed them to draw full current, for more than a short period, they'd fry themselves. Whereas a high Z injector is 'self limiting', so to speak. The advantage of low Z, is a quicker response time... and once they're open, it takes little current to keep them open. A simplified way to restate PWM is injector 'on time'. The longer time period it is 'on', the more fuel it flows, per injection event. Because MS uses a VE table, PWM is hidden in the background. However, the 'pulse-width' is the actual and *end* variable that dictates fuel volume, per 'squirt'.

Jacking your own thread? For clarification... in general, there won't be any appreciable power gains from brand to brand. There are some occasions where that statement isn't entirely true, but its somewhat rare (and specific). My point is... I believe it would be a mistake to choose one brand over another based on the 'perception' of peak HP.

Welcome John, Sounds like you care for your Z! You will find the answer to every question in our archives. Its easy to access and will have you asking questions you have yet to think of. This will help you get started... http://forums.hybridz.org/showthread.php?p=813061#post813061

Second Tony's thoughts. Also, with sequential injection, this means individual injector channels... which implies, at least at some point, individual cylinder trim is possible. It also implies that using those those channels for other features may eventually be possible... for example VQ35 VVT is PWM... and so is an injector channel. ...the trend in higher end systems is leaning towards channels rather than specific features.... do as you wish with them.

Globe, Did you find any resolve?

You two should get a room