April 23, 2019, 05:27:56 AM

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Deposits on fuel injectors in GDI engines, and their effects on spray patterns, wall wetting, and consequently, emissions performance
Technical Articles / Re: Articles on Lubrication
« Last post by SHOdded on April 22, 2019, 04:16:46 AM »
How ZDDP works, and Why using ZDDP additive to your oil of choice is not the way to prevent wear
Technical Articles / Re: Articles on Engine Knock
« Last post by SHOdded on April 21, 2019, 09:17:09 PM »
Ethanol blended fuels can decrease LSPI-knock ... but only if HIGH blends are used.  In this study, E20 and E30 actually increased the incidence and severity of LSPI-subsequent knock events.  E50 still has the propensity for more LSPI, with decreased propensity for resulting knock events.

Suspension & Steering / Re: Struts going bad...Suggestions?
« Last post by SHOdded on April 21, 2019, 03:35:59 PM »
The strut and mount pricing for code C and E is the same as for the MKS.  So it is likely the SHO quik strut will fit the MKS also.  Theoretically.
Shhhh.  Everyone might move there.  LOL
Technical Articles / Re: Articles on Direct Injection Fuel Systems
« Last post by SHOdded on April 21, 2019, 12:05:21 AM »
Why it is important to shift to SN+ certified/compatible oils - not only for drag strip conditions, but at long stoplights or onramps or city driving.  Many will face this situation on a daily basis as traffic continues to deteriorate.

The raw fuel doesn’t have sufficient time to fully vaporize, due to a lack of turbulence and an abbreviated dwell time. This fuel can puddle between the upper piston ring and ring land. When mixed with the oil, it can produce this low octane compound. When the throttle pedal is punched after extended idling, this compound can pre-ignite, causing severe damage to the piston rings and lands.

Another factor contributing to LSPI is a fuel’s distillation curve, which displays how easily a fuel evaporates. Interestingly, whereas a racing or premium fuel is typically desired for performance driving, a standard fuel will vaporize more easily. While it is still necessary to have a high-enough octane to support an engine’s compression and performance needs, some racing fuels with a high distillation temperature can be detrimental in direct-injected engines. This is due to the higher octane racing fuel’s resistance to vaporization and the resulting LSPI occurring in direct-injected engines.


External Engine / Re: New long block, high fan run times..
« Last post by TopherSho on April 20, 2019, 06:50:58 PM »
:o  something wrong with the install.  The dealer needs to fix it.  Hopefully just needs a burping, like you said.  If the level in the reservoir dropped any after you let it cool down, that would lend support.

It is going back Monday for a second look.
Part Numbers / Re: Spark plugs
« Last post by SHOdded on April 20, 2019, 05:59:59 PM »
Looking forward to the results!
AWD / Re: RDU "Chatter" while turning?
« Last post by StinkinLinkin13 on April 20, 2019, 02:51:19 PM »
I'm still under warranty which is good. I'm about 90% sure its the RDU clutches chattering when power is sent to the rear. I got video recorded from underneath I'll post later.
General Discussion / Re: Random thoughts for the day
« Last post by Macgyver on April 20, 2019, 12:14:22 PM »
IIRC, the HPFP maxes out around 2500 psi for gen 4, 3000 for gen 5.  Injectors have never really been an issue re flow rates.  But if you are pushing the envelope, can't hurt to upgrade. 

FoMoCoSHO has pushed hard with Eblends for some time now, both gen 4 and 5, and has yet to upgrade the fuel system at all.  More details, he will have to provide.

How good your tuner is ... That seems to be the limiting factor really.

I agree with this. Your tuner / AJP will max out what you have and keep the OEM Fuel pump pressure within its limits.

I have awesome 93, E30, and E85 tunes from him. I am sure the car can do more with more rail pressure but those new fuel pumps are out of my price range atm.
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