This article is dated December 2006

SAFETY

FAIL SAFE

RESULTS

This article is dated December 2006. As of this writing I wanted to address some misconceptions related to injection systems and the monitoring thereof. I understand the internet is full of information (some good, some??). I hope those finding this page will use the knowledge gained from dealing with these systems on a daily basis for more than 5 years now. This knowledge comes as a result of efforts with my own race car project, as well as having designed, tuned, and personally installed “hundreds” of systems… and have sold “thousands” of systems.

First
The very best failsafe system is one designed with “failsafe” as a priority. However, such a system will only function reliably as a result of proper installation practices. Poor connections (electrically/mechanically) are the primary reasons for an injection system failure. NEVER lose sight of the old saying, “a chain is only as strong as its weakest link.” The use of crimp connectors must be avoided in critical areas of the electrical system, like POWER. Soldering/heat shrink is the only way to assure proper voltage to components in your system.

Ok, we have our electrical 100%

Second
The layout of the system is critical to proper operation. A securely mounted, sturdy supply tank is a must, as well as all hose connections. As a cost savings measure we utilize OEM plastic tanks throughout our systems since they “bolt in” and are safe to use with water/alcohol. We will not use fittings that do not have proper sealing capabilities. New tanks are used on older vehicles to eliminate any potential issues. Part of the “layout” is determining a proper location to mount the injection pump, location of the inline filter and finally, proper mounting location of the injection nozzle. The importance of an inline filter (employed in ALL of our kits) is simple. It is vital to keep debris formation a non-issue on the nozzle assembly since after installation it is never serviced. If it ever “needs” to be serviced, it’s too late. Disassembly of the filter is a simple procedure and should be followed by back-washing. The use of stainless steel braided hoses, AN flare connections, weather pack terminals on pumps, etc. yield a foundation for reliability. Plastics in critical areas are eliminated, especially in the pressure areas of the system.

Ok, we have a properly executed layout. Now, a “what if”…

Third
The low level issue. If you have an injection system installed, it must have a functioning low level warning device. If left to chance, at some point you will guess wrong! Whether it’s a light behind the dash, on top of the dash, a factory “Low Warning” etc., the location must be clearly visible.

The only exception to this rule is on professional race applications that require foam added to the fuel cell to prevent excessive sloshing. In these applications it is common for fuel, water, oil, and other liquids be inspected after every run.

Ok, we’re sure system has liquid. Now another “what if”.

Fourth
System test. A “fail safe” injection kit MUST have test button readily available for diagnostics. Our PAC controllers feature a low-pressure test of the system. It’s important to note that this is NOT a full pressure test that could potentially hydro-lock an engine.

Ok, we tried the test button and the air/fuel changed. Now what?

Fifth
Diagnostics. All of our systems are progressive…period. This feature allows our system to begin spraying early with very low pressure and substantially before detonation assistance is needed. Once spraying begins an LED light is illuminated, indicating system activation. As the signal (MAP/MAF/Boost) to the controller increases so does the drive to the pump. Once the system pressurizes, the LED color will change from red to green. This indicates the system now has developed pressure and that hoses, connections, and pump are in proper working order. The “rate of change” from red to green give a predictability of the system. Any noticeable changes to this “transitional time” will be an indication of a system issue.

Examples:
The filter clogs…the system will transition from red to green instantly.
Nozzle clogs. (oops, can’t happen…we have a filter.) Someone pours a bag of sand into the tank…system lights up red, can’t make pressure, no green condition.
Bottom line, a well-designed, basic setup provides a simple, easy-to-diagnose system that is RELIABLE.

Flow devices? Here’s something you may want to learn more about..

The issues with flow devices are many-fold. First, when using methanol, the device MUST have the ability to resist corrosion and the fittings need to be secure in order to prevent issues in that area. The device also needs a high/low limit that meets the systems delivery capability.
Secondly, indications of liquid flow DOES NOT address the possibility of a “pre-nozzle leak”. If such a leak occurs, one would be oblivious to the reduced volume to the engine. Next, A device that cannot flow the system’s capabilities disallows proper monitoring. Lacking also is “signal conditioning” of the device to resist high pressure and/or pulsations. Regarding cost(s). It would require a very sophisticated system to properly address all issues, costing many times the cost of the injection system itself. In theory, said expensive device would be tied into engine management so that if an integrity change of the system occurred, a signal and warning would be issued in an attempt to shut the engine down. Factoid…commercially available, inexpensive doesn’t exist. A quality, methanol-compatible flow sensor capable of withstanding necessary operating pressures will cost hundreds of dollars…just the sensor…no electronics. Look into Industrial Automation for such devices.

So what does ALKYCONTROL recommend?

Simple/Fail Safe...decisions based on air/fuel monitoring. There are currently many products on the market that can trigger alarms based on air/fuel. Examples can be found from companies like www.widebandcommander.com , www.innovatemotorsports.com , and www.zeitronix.com . Some will even have inputs for exhaust gas temperature, throttle position, pressure, etc. The most viable, efficient system is one which incorporates redundancy (NASA mentality), versus concentration on an isolated component such as a fuel pump, injector, fuel filter, fuel pressure regulator, etc., all of which are obviously a part of your fuel system and “need’ each other. Why concentrate on one component?

Now, if one desired a “simple” failsafe, That’s not too difficult. Tie the pressure-sensing circuit of the system into your boost control or engine management. Once prelim pressure is met, allow your high boost/high timing settings. How can this be done? It can be accomplished on some, but not others. Although I have knowledge/experience in this area, the subject is too involved for the purpose of this article. Feel free to contact ALKYCONTROL for ideas on how to setup such devices IF possible.

There is always risk associated with racing an engine. Too often someone wants to be able to race an engine without any consequences. Guess what? This is the reason racing engines/parts aren’t covered by warranties. What are the most effective elements in successfully keeping your engine alive?
*Education
*Information
*Data
*Experience.

Hope this article helps,

Julio Don