06-15-2008, 07:22 PM
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Registered User
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Join Date: Mar 2007
Location: DELAWARE
Posts: 1,041
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Originally Posted by c280nz
it was my understanding that the molesman kit simply run a rising rate fuel pressure regulator, or as they call it fmu, this unit simply raises the fuel pressure under boost at a rate greater than 1:1, normally they ran them around 6-10:1 eg 1 pound boost raised the fuel pressure anywere from 6-10 psi higher than standard, is this the system u talk of? its the system they also used in other turbo kits i have read of, and was a very comon and cheap way to add more fuel under boost before more comon tuning ecus became available.
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Mosselman used an analog piggyback setup which set the fuel trims with potentiometers....similar to the old ERL Aquamist unit.
Neither Mosselman or Turbotechnics did anything with the fuel pump(s), or regulator.
The piggyback electronics tended to run rich at lower RPM in order to run rich under boost.
There were some cold start problems and not the greatest idle.
Turbotechnics uses either 2 additional injectors ( M103 ) or 1 additional injector (M104)
Their supplied digital electronics also doesn't enrich enough for power, but in the late eighties and early nineties that was the best technology.
TT compensated by using a Hobbs switch to retard timing under boost to prevent detonation.
The use of a stand alone state of the art additional injector controller like the Split second AICI1 unit allows the stock control to remain stock, not even knowing that the engine is boosted.
The two stand alone additional injectors control the enrichment under boost.
The enrichment map is set via computer software and is 3d mappable.
Perfect for a street car, passes all emission tests and comes alive around 1500 rpm.
After much trial and error, whether twin small compressores or larger single unit, the additional injectors are perfect to achieve the 12.5AFR/.85 lambda.
You have great fabrication abilities, how hard would it be to add one or two additional injectors ?
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i used to run a 3.67 rear and have changed to a 3.27 so my first and second and third gear actually last a decent length of time between shifts because the manuals in benzs arnt the fastest changers.
autos with power can normally run faster 1/4mile times as they can get traction off the line, and do u know if he stripped the car down at all,
acceleration is based just as much on weight as it is power.
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The car I mentioned was not stripped down it was a 1988 300E sedan with the M103-12V.
In the USA very few manual shift Mercs.
I only ran once, in very cold weather ( 3 degree C ) using 245/40-18 Falken FK-452's with 24psi.
Impossible to hook up with my automatic M103 with the stock 3.07 gear.
First run, launching at 1500 rpm, smoked the tires for an 1/8 mile.
Took 19 seconds to do the quarter, but it trapped at 90 mph.
Second run, idled off the line...still broke loose but 14.39 and 99mph.
With traction I see mid to high 13's and low 100's.
The car makes an incredible amount of torque, much more then my 1999 C43.
Dyno'd at a meager 208 hp and 228 lbft torque on a Mustang load dyno.
Car showed a 30% drive train loss from base stock to boosted.
Add that back and you're at 297 hp and 325 lbft at the crank.
Throw in the 14% differential between a load and an inertia dyno and you get: 345 hp and 377 lbft torque.
Just numbers, but with traction running a low 100mph trap in a 4000 lb coupe ( car + driver + gas ) and it about confirms the crank hp.
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so when u also say stock injectors, are u meaning the 200cc injectors my car come with?
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In my case stock meaning the ones the car was delivered with in May of 1988...just changed out the seals.
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using the gear i have the only way simply to add more fuel is larger injectors,
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at cruise conditions i hope the feed back loop with the standard o2 sensor should handle this (closed loop)
and at idle the idle control module on the throttle body,
i changed from 200-300 using my greddy with no noticable difference in both of these areas as to the cars function and usability.
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Going back to the additional injector control it's simplistic...
Has a built in MAP sensor, so vacuum line to the intake manifold, +/- 12VDC power, speed signal from tach and pulse signal to the additional injectors.
Admit being skeptical to how well the fuel distribution would be with the additional injectors...but the distribution to each cylinder is about as good as it gets !!!
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