I'm about to pull the trigger on a tune. The tuner mentioned upgrading the injectors. My question is how much power have people made with these injectors on the coyote?
How much power with FRPP 47lb injectors?
- Thread starter mechanicboy
- Start date
What did your tuner say about the 47# injectors for your application?
They won't support 600rwhp, maybe 520. I'm shooting for the 480-500 range so that should be fine.
I want to know what people have actually laid down with these injectors.
47# injectors and kenne bell BAP i made 605rwhp through a manual
91 in CA (~7.5% ethanol at the pump I go to). I don't have a boost a pump but the truck was setup to run e85 prior to the s/c.
47s max reach 90% duty cycle at around 610 rwhp.
JLT ran out of fuel at 6300rpm with 630rwhp using 47s at a Dyno test. You just can't make more than 600 with 47s. Remember you still need to leave a bit of buffer for cat temp cool down too if needed.
JLT ran out of fuel at 6300rpm with 630rwhp using 47s at a Dyno test. You just can't make more than 600 with 47s. Remember you still need to leave a bit of buffer for cat temp cool down too if needed.
Cat temp cool down? No, I don't remember that. I'm running catless anyway.
I'm not running a bap if that means anything. Are you guys using the bap for more volume or pressure or both?
If I can make that much power then no way I need ID1000s as 600rwhp is more than I will make.
I'm running 597 rwhp with a VMP supercharger,no bap,instead Justin raised my alt. voltage to 14.5 as a safty measure,no leaning out at all with 10# of boost in a 2013 boss.
<P>Just looking at a few online fuel flow calculators.. including the one from Injector Dynamics. </P>
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<P>at 100% duty cycle, stock fuel pressure of 39psi, 47s can only handle 600hp (at crank) . I dont know how tuners make our 47s be ok until 600rwhp. Is it simply by increasing fuel pressure with voltage in the tune? i.e. for 47s to handle 700hp with 100% duty cycle, the fuel pressure would have to be 55psi. </P>
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<P>I am somewhere around 600rwhp. I upgraded to ID1000s a few days ago. Looking at these numbers, I am really glad i invested the money on them. My datalogs showed much smoother and linear AFR readings and short term fuel trims, which were at around 0.92 with 47.. jumped back up to just about 0.98 or so. knowing that ID1000s are good for +1000hp at 85% duty cycle, I feel much better than splicing my fuel module cables and boosting the voltage with a bap. </P>
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<P>at 100% duty cycle, stock fuel pressure of 39psi, 47s can only handle 600hp (at crank) . I dont know how tuners make our 47s be ok until 600rwhp. Is it simply by increasing fuel pressure with voltage in the tune? i.e. for 47s to handle 700hp with 100% duty cycle, the fuel pressure would have to be 55psi. </P>
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<P>I am somewhere around 600rwhp. I upgraded to ID1000s a few days ago. Looking at these numbers, I am really glad i invested the money on them. My datalogs showed much smoother and linear AFR readings and short term fuel trims, which were at around 0.92 with 47.. jumped back up to just about 0.98 or so. knowing that ID1000s are good for +1000hp at 85% duty cycle, I feel much better than splicing my fuel module cables and boosting the voltage with a bap. </P>
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I believe 2011+ fuel systems are 4 bar, they run at 55lbs fuel pressure, they have a regulator on them so they dont go above 55lbs, BAP just helps keep it at 55lbs so pressure doesn't drop off, this is how people are getting 650rwhp maxing out the 47lb Injectors
At 600 to the tires in an M6 mustang on non-ethanol fuel we had no lean problems.
With 10% ethanol in the same car we saw it lean out above 7k.
Auto Trans take some power off that number.
For an F150 with much heavier rotating weight, take even more power off that number.
Basically, TVS with 82MM pulley on a 5.0 will be boarder line with 47's on gasoline.
FYI, these are 4 Bar fuel systems with no boost reference to the in-tank fuel pressure regulator. Fuel pressure at the injector = (4bar - boost - pressure drop due to regulator being in the tank). Ford OE programmed pressure drop at the fuel rail on a stock GT is ~3 psi. So, fuel pressure compensated for boost at the injector = 4bar - (boost + 3psi).
Keep in mind, the higher the fuel volume in the lines/rails and the higher the volume of fuel flow, the more pressure the pressure will drop at the injector. IE, pressure will be less in a system with 20ft of fuel line than a system with 10ft of fuel line.
With 10% ethanol in the same car we saw it lean out above 7k.
Auto Trans take some power off that number.
For an F150 with much heavier rotating weight, take even more power off that number.
Basically, TVS with 82MM pulley on a 5.0 will be boarder line with 47's on gasoline.
FYI, these are 4 Bar fuel systems with no boost reference to the in-tank fuel pressure regulator. Fuel pressure at the injector = (4bar - boost - pressure drop due to regulator being in the tank). Ford OE programmed pressure drop at the fuel rail on a stock GT is ~3 psi. So, fuel pressure compensated for boost at the injector = 4bar - (boost + 3psi).
Keep in mind, the higher the fuel volume in the lines/rails and the higher the volume of fuel flow, the more pressure the pressure will drop at the injector. IE, pressure will be less in a system with 20ft of fuel line than a system with 10ft of fuel line.
^^^What Shaun said, yeah my 47s starting getting lean at 6800, that why I switched to I.D. 725cc
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They can support 570wrhp/599trqs with a BAP and E....
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