C. Ludwig
01-23-2010, 12:07 PM
Currently we're updating a customer's FD with an FJO water/meth injection kit. The car is well setup with an A-Spec GT35R kit, v-mount intercooler, Apexi PFC, etc.
A while back we upgraded the ignition using the Mercury IGN-1A coils and a CJ Motorsports dual fuel pump setup with two Bosch 044 pumps. As is typical for this type of setup we saw a little over 400 whp at 16 psi. Owner wants 500 to the wheels (which has been done but is a big stretch on the 35R) so, as a continuing upgrade to the fuel system and ignition upgrades we're installing the FJO injection system. Pics below are of the current updates as well as some of the earlier work.
Earlier work in prep for more power included installing twin Bosch 044 pumps. One of these pumps would support our ultimate 500 whp goal on it's own. With the twin pumps we have plenty of overhead in fuel flow. The CJ kit is nice but we ended up being the first to actually fit two Bosch pumps in an FD and ran into some issues with the kit which was originally designed for two Walbro pumps which are much smaller. CJ was helpful in making modifications to the kit to get it to fit.
http://lms-efi.com/projects/masters_fd/fuel_pumps.jpg
The fuel socks that are commonly sold to fit the Bosch pumps have a poor design where the aluminum adapter fitting sits all the way through to the bottom of the sock. You end up with the fitting only being able to pull fuel through a very small area of filter (which could be easily clogged) instead of through the entire sock. We cut down the fitting to shorten it and get it off the bottom of the sock, then opened it up into a bellmouth shape for improved flow.
http://lms-efi.com/projects/masters_fd/sock_fitting.jpg
http://lms-efi.com/projects/masters_fd/sock_fitting_2.jpg
Made a new aluminum bracket to hold the AST. Polished the coolant pressure cap while we were at it.
http://lms-efi.com/projects/masters_fd/coolant_bracket2.jpg
The owner obviously likes the bling. We built an aluminum intake tube to replace the neoprene tubing he had before. With the pie cuts we had to use on the aluminum it probably doesn't flow as well as the smooth curves the previous tubing allowed. However, the owner likes it.
http://lms-efi.com/projects/masters_fd/intake.jpg
Overview of the engine bay.
http://lms-efi.com/projects/masters_fd/engine_after.jpg
The FJO AI controller. Unit is small enough to hide easily. This is the latest generation controller that is currently available. The one thing I really don't like about it is that FJO eliminated the outputs for the condition and warning lights and integrated the LEDs into the housing. So, unless you mount this contraption right on the dash you'll never see those warning lights and you no longer have the option for external lights. Very poor idea IMO.
http://lms-efi.com/projects/masters_fd/fjo_ai_box.jpg
Here is where we chose to install the box. You can't even see it in the pic since we actually set it inside the body cavity behind the location for the ECU in the kick panel. The unit is light enough to easily be held by double sided tape which is what we used. Mounted here, it is out of the way and provide short wire runs to the ECU and wideband controller which is similarly mounted in another cavity.
http://lms-efi.com/projects/masters_fd/fjo_installed.jpg
Mounted the 4 gallon cell in the hatch area. Owner wanted the Bose speakers removed as part of the install. We're currently waiting on the new, non-Bose carpet to arrive to finish everything off. The cell tucks up under the suspension tie bar nicely. We'll probably end up cutting down the mounting bolts and using stainless cap nuts to tidy things up.
http://lms-efi.com/projects/masters_fd/cell.jpg
The FJO solenoid/nozzle was mounted in the Greddy elbow. The elbow is cast thick enough to allow simple drilling and tapping with no need to weld a bung on for mounting. As you can see in this picture we're using -AN type plumbing. The line and fittings are from Goodridge and are ideal for this type of fuel. The line itself is PTFE and the fittings are hard anodized for corrosion resistance. The line is very easy to assemble and very flexible. However, relative to standard rubber -AN line it is very expensive. The owner likes the look over the plastic line and compression fittings supplied with the FJO kit.
http://lms-efi.com/projects/masters_fd/ai_nozzle2.jpg
We used stainless hardline and fittings under the car between the pump and the pressure sender. We used -8 PTFE line between the cell and the pump and then 1/4" stainless from the pump to the pressure sender. And finally -4 PTFE from the sender to the nozzle. All fittings are Earl's stainless.
http://lms-efi.com/projects/masters_fd/filter_sender.jpg
It's hard to tell from the picture but the pump was mounted on an aluminum plate, on the driver side, in the recess in front of the half-shaft. Everything tucks up nicely into the body with nothing hanging lower than the surrounding body and/or subframe. We welded two tabs onto the subframe that the aluminum plate bolts to. You can see the -8 line that feeds the pump from the cell.
http://lms-efi.com/projects/masters_fd/ai_pump3.jpg
We're currently waiting on an FJO boost gauge to accompany the FJO wideband gauge that will sit in the Tri-Power gauge pod on the dash. I want to test the system and rough in the tune on the street before we hit the dyno and the weather here has been terrible for the last week so it might be some time before we have results. We're planning on running as much boost as we can squeeze out of the 35R to see what kind of power we can wring out of the combination. Most are seeing around 20 psi as the limit on the 35R and I expect that to leave us a bit short of our ultimate power goal. Pre-turbo injection would expand the compressor map and may be our next step depending on how much power we see with this combination. Stay tuned.
A while back we upgraded the ignition using the Mercury IGN-1A coils and a CJ Motorsports dual fuel pump setup with two Bosch 044 pumps. As is typical for this type of setup we saw a little over 400 whp at 16 psi. Owner wants 500 to the wheels (which has been done but is a big stretch on the 35R) so, as a continuing upgrade to the fuel system and ignition upgrades we're installing the FJO injection system. Pics below are of the current updates as well as some of the earlier work.
Earlier work in prep for more power included installing twin Bosch 044 pumps. One of these pumps would support our ultimate 500 whp goal on it's own. With the twin pumps we have plenty of overhead in fuel flow. The CJ kit is nice but we ended up being the first to actually fit two Bosch pumps in an FD and ran into some issues with the kit which was originally designed for two Walbro pumps which are much smaller. CJ was helpful in making modifications to the kit to get it to fit.
http://lms-efi.com/projects/masters_fd/fuel_pumps.jpg
The fuel socks that are commonly sold to fit the Bosch pumps have a poor design where the aluminum adapter fitting sits all the way through to the bottom of the sock. You end up with the fitting only being able to pull fuel through a very small area of filter (which could be easily clogged) instead of through the entire sock. We cut down the fitting to shorten it and get it off the bottom of the sock, then opened it up into a bellmouth shape for improved flow.
http://lms-efi.com/projects/masters_fd/sock_fitting.jpg
http://lms-efi.com/projects/masters_fd/sock_fitting_2.jpg
Made a new aluminum bracket to hold the AST. Polished the coolant pressure cap while we were at it.
http://lms-efi.com/projects/masters_fd/coolant_bracket2.jpg
The owner obviously likes the bling. We built an aluminum intake tube to replace the neoprene tubing he had before. With the pie cuts we had to use on the aluminum it probably doesn't flow as well as the smooth curves the previous tubing allowed. However, the owner likes it.
http://lms-efi.com/projects/masters_fd/intake.jpg
Overview of the engine bay.
http://lms-efi.com/projects/masters_fd/engine_after.jpg
The FJO AI controller. Unit is small enough to hide easily. This is the latest generation controller that is currently available. The one thing I really don't like about it is that FJO eliminated the outputs for the condition and warning lights and integrated the LEDs into the housing. So, unless you mount this contraption right on the dash you'll never see those warning lights and you no longer have the option for external lights. Very poor idea IMO.
http://lms-efi.com/projects/masters_fd/fjo_ai_box.jpg
Here is where we chose to install the box. You can't even see it in the pic since we actually set it inside the body cavity behind the location for the ECU in the kick panel. The unit is light enough to easily be held by double sided tape which is what we used. Mounted here, it is out of the way and provide short wire runs to the ECU and wideband controller which is similarly mounted in another cavity.
http://lms-efi.com/projects/masters_fd/fjo_installed.jpg
Mounted the 4 gallon cell in the hatch area. Owner wanted the Bose speakers removed as part of the install. We're currently waiting on the new, non-Bose carpet to arrive to finish everything off. The cell tucks up under the suspension tie bar nicely. We'll probably end up cutting down the mounting bolts and using stainless cap nuts to tidy things up.
http://lms-efi.com/projects/masters_fd/cell.jpg
The FJO solenoid/nozzle was mounted in the Greddy elbow. The elbow is cast thick enough to allow simple drilling and tapping with no need to weld a bung on for mounting. As you can see in this picture we're using -AN type plumbing. The line and fittings are from Goodridge and are ideal for this type of fuel. The line itself is PTFE and the fittings are hard anodized for corrosion resistance. The line is very easy to assemble and very flexible. However, relative to standard rubber -AN line it is very expensive. The owner likes the look over the plastic line and compression fittings supplied with the FJO kit.
http://lms-efi.com/projects/masters_fd/ai_nozzle2.jpg
We used stainless hardline and fittings under the car between the pump and the pressure sender. We used -8 PTFE line between the cell and the pump and then 1/4" stainless from the pump to the pressure sender. And finally -4 PTFE from the sender to the nozzle. All fittings are Earl's stainless.
http://lms-efi.com/projects/masters_fd/filter_sender.jpg
It's hard to tell from the picture but the pump was mounted on an aluminum plate, on the driver side, in the recess in front of the half-shaft. Everything tucks up nicely into the body with nothing hanging lower than the surrounding body and/or subframe. We welded two tabs onto the subframe that the aluminum plate bolts to. You can see the -8 line that feeds the pump from the cell.
http://lms-efi.com/projects/masters_fd/ai_pump3.jpg
We're currently waiting on an FJO boost gauge to accompany the FJO wideband gauge that will sit in the Tri-Power gauge pod on the dash. I want to test the system and rough in the tune on the street before we hit the dyno and the weather here has been terrible for the last week so it might be some time before we have results. We're planning on running as much boost as we can squeeze out of the 35R to see what kind of power we can wring out of the combination. Most are seeing around 20 psi as the limit on the 35R and I expect that to leave us a bit short of our ultimate power goal. Pre-turbo injection would expand the compressor map and may be our next step depending on how much power we see with this combination. Stay tuned.