He's talking about a full race car.non vtec said:Depends on the mods you have or plan to go to.. and also the injectors the ITB's are designed to use.
I run 560cc Bosch injectors in my TWM's they run at about 60% under full load. I use about 1 litre per 1/4mile run, return trip and 10min of idling.. so I get about 2-3mile per gallon
do you have info on the stock tsx injector cc? would it be 310 the same as type s or bigger? and what is the type r cc?NickZED20 said:stock on RSX-S is 310cc, on all other USDM K-series its 270cc
and 720cc is WAY overkill... thats for mild to moderate extreme turbo setups
I completely agree, these are generic formula's but they give a good starting point. Something else that I need to confirm (maybe it's in the manual) does the K20 switch from sequential to batch injection as rpm rises (sequential injection is useful for emissions at low rpm)? If this is so (and I *think* it is) then running up to a 85% duty cycle will not make much difference in power compared to say 60% - this also ties in with my calculation based on a 75% duty cycle for a stock K20. If batch injection is used then you can get away with smaller injectors at little or no cost power wise (subject to confirmation on the dyno). In saying that your practical experience has proven otherwise...Rubber Chicken said:Looking at the underlying theory can be useful to give you a place to start or to explain results, but nothing beats empirical observation: on my NA engine 650cc injectors made the most power. On the dyno there was not much difference between injectors ranging from 440 – 750 cc (stock 310 cc were too small), but 650cc injectors made the most power, by a very small margin.
For most serious NA engines 550cc injectors work the best (better than 440cc injectors in all characteristics); for forced induction 650cc or 750cc injectors.