Technical > Spud Miller's Cave

Spool size on a Crower IR injection.

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KeithDyer:
I am guessing that you are looking to keep the original BV but what we have seen and done is put an Enderle BV on it.

I think all of the fuel racers did it back in the day so it would run right and tune easier.

Also for our upright Hilborn 4-port racers, Jim at Enderle has a butterfly shaft for one of their units that will fit the Hilborn 4-port with only minor slotting of the butterflies.  The splined shaft is superior!!

Take care, K

dreracecar:
Still confused on how you are running your system or maybe we are using different terms for the componants.

 There are for the most part 3 returns for the system---
the first one we see is the idle bypass check/ pump saver. there is only a poppet inside the canister and is set at 2# to keep the BV full when the system is not opperating and when the injection is shut at high RPMs the the fuel pressure has somplace to go instead of slamming the fuel pump. A jet is not needed in the idle bypass because its done with the link between the BV and the throttle shaft. Opening and closing the idle slot it the bypass jet.
Second is the main bypass jet, it can be located in the BV or installed away from the BV on a return line. there is no pressure check poppet in the system, unless you use the fuel circuit within the BV and fuel return is thru the Idle bypass line, but at 2# the poppet is open and fuel coming thru the main runs unrestricted because there should not be another jet inside the the idle check can.
Third is the highspeed jet/return  that when the engine is running at speed and pump/fuel overcomes the amount of fuel the mainjet can bypass, at a pre-set pressure the poppet will open and thru another jet, will handle the overage of the main circuit. At idle this return does not even come close to opperating, only way to tune is by running the engine at speed and make adj by changing spring shims and return jet size.
 Since this is fuel injection and the fuel is delivered under forced pressure, engine vacuum plays no role in its delivery.
 For 60+ years, injection has be set up with aireated nozzles (blown engines have non-aireated on the down side of the blower because of manifold pressure) and why yours needs them plugged to run better at idle is making up for problems elsewhere and could create different issues once you run it on the track

  Can I ask who in the US set up the injection??? and did you get paperwork with it???

wideopen231:
I have taken a  V file and widened the slot some on enderle's.May have missed it ann all of the reply's.Has pump been flowed?No experiance with crower BV's so not going to make statement about flow on them.I agree that if its lean then opening leakage will not hurt anything as long as its not going rich. As stated those BV's where made when 580 ci was unheard of. Seems someone would know flow of it at x% leakage.

masracingtd1167:
You have something weird going on with that combo . I don't see why you would have to plug your air bleeds . Why don't you try to plug the secondary off I don't think you really need one at all . That should show you something . Not sure about the Enderly numbers on nozzles . Would that mean an orfice size of .038 . On my small block I use a nozzle with an .037 orfice and that is 394 cubes . If the nozzle is too small you will have higher pressure as you explained .Thats all I can think of right now . I don't think the cam is the issue . Is that duration at .050 or advertized ? 

ricardo1967:

--- Quote from: masracingtd1167 on May 31, 2016, 12:51:05 PM ---"...I don't think the cam is the issue. Is that duration at .050 or advertized? "
--- End quote ---

I'm with Bill, not a cam issue. Fuel is squirted here, not sucked.

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