NA$CAR Teams to test fuel injection at Kentucky

And people complain about "cheaters" now. Just wait....computer hackers will have a new area to work in. What ever happened to NA$CARS "keep the costs down" ?

What next ? one lug wheels, paddle shifters on the steering wheel. You will find me at the local dirt track, this stuff is gitting ridiculous.

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Permalink Reply by Mike Kenyon on July 10, 2011 at 12:11pm
I've heard stories like that for years.But nobody will actually show you the piece or a picture of it.
Permalink Reply by ShaneH on July 10, 2011 at 4:44pm
I can. Here are the Davis units for circle track.

http://www.moretraction.com/Products_Circle.htm
Permalink Reply by Mike Kenyon on July 10, 2011 at 5:04pm
I've seen these unit's,hardly the size of welding slag.
Permalink Reply by ShaneH on July 10, 2011 at 5:32pm
I agree. The Davis units are the smallest out there. Anyone who says they have or have seen something smaller is exagerating.
Permalink Reply by GTX - HEMI on July 11, 2011 at 11:26am
Mike and Shane with all do respect I have seen it.....you would never know it was there and by the way the NHRA exparament was many years ago. You try and build your own software and computer/ECU my friend did.
Permalink Reply by Mike Kenyon on July 11, 2011 at 12:37pm
@GTX, as they say.A referencing picture is worth a thousand words.
Permalink Reply by ShaneH on July 10, 2011 at 4:43pm
I know of plenty of twinturbo 2000HP fuel injection engines with no lag. They're a dime a dozen in Super Street Oulaw, Street Outlaw, Outlaw Drag Radial, and Outlaw 10.5 drag racing classes. I've got a single 106mm turbo 347ci engine in my garage that makes right at 2000hp and it'll make 15lbs of boost at 4000rpm against the torque converter with no lag.

The traction control that is available right now is smaller than a 9 volt battery, but definitely not the size of welding slag. This isn't hear say. I have one sitting in my garage. Made by Davis Technologies. We've been using them in drag racing for five years. It's the reason that the NHRA mandated MSD Digital 7s with traction control detection in Pro Stock. Almost any competitive Outlaw 10.5 or OUtlaw Radial car is going to have one. Let me be clear on this, though......... there is detection circuits available that can detect what happens in the event the traction control activates.
Permalink Reply by ShaneH on July 10, 2011 at 4:47pm
That is called Slew Rate traction control. It's built into certain MSD Digital 7 ignitions and is also used in some version of the Davis Traction Control. It doesn't detune the engine. It grounds a lead that you use with an ignition retard to retard the engine X amount while the activate pin ground is high.
Permalink Reply by Jeffwith2F's&1eye on July 10, 2011 at 5:40pm
Ok you guy's have melted my brain
Permalink Reply by Sherri Fryer on July 10, 2011 at 6:40pm
Mine too Jeff. Way too technical for me to understand. :-)
Permalink Reply by ShaneH on July 11, 2011 at 11:17am
It's actually not all that difficult when you learn about it. EFI is not a taboo subject that the old guard makes it out to be. No matter whether it's EFI, Direct Injection, Throttle Body, or Carburetor doing the metering, power is always made by a given amount of fuel, a corresponding amount of air, and a spark. The maximum power that a given engine can make, both peak and "under the curve" is essentially fixed no matter what metering system you use. In the case of a carb on a given engine, the tuner mechanically adjusts the metering using different physical pieces and prep work, and then adjusts the spark advance with different physical pieces in the distributor. In the case of EFI or Direct Injection the tuner adjusts the metering using a series of numbers. But regardless, the power that can be attained in PERFECT conditions is the same.

Now I can tell you without a doubt that the engine tuners at Penske, HMS, ECR, etc already knew the exact volumetric efficiency of their engines with the carbs. When you run them on an engine dyno with sophisticated data acquisition such as they have, you know the VE of that engine every 100 rpm easily. An experienced engine guy can take the information printed out of the data acquisition and build an EFI fueling table that peak will get a team within 3-4% of peak power. It doesn't take many dyno pulls if you already have that info to tune the EFI system in. Where they'll have to work is the transitional stuff, Off throttle, light load, rolling out of the throttle to get onto pit road, pit road speed, etc.

No matter what, though, it's still X amount of fuel, y amount of air, and Z amount of spark advance.
Permalink Reply by ShaneH on July 11, 2011 at 11:54am
GTX, I have built my own, which is now the basis of a commercially available system being sold by a large company. The peak and hold injector driver circuits necessary for injector control are available from half a dozen sources.

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