Haisley "HI FLOW CONNECTOR TUBES" anyone?

Rods said:
Dont worry Don data is coming on tubes and yr injectors against others , heck we might even set them up and compare flow to one another Scheid has all the proper equipment
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Rod is not about flow rates, its about fuel delivery...... Try dynoing these setups instead.

IC-Smoke said:
if the tubes dont make power my make them in the first place?
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Money
 
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SledPuller21 said:
And why would Haisley, a company with a good reputation sell them?
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i wouldnt say they have a good reputation. they sell an unproven "idea", that the price has been raised 3 times now from 90 to 150. they copy engine design from others that have been running the same setup for a year, there is no more rock hard ram, off constantly barely makes it off the line, and further more they dont stand by any of their products, that is if you can ever get ahold of them to find out anything. ive had my rounds with Haisley "machine", spent a bunch of money there, sent them a bunch of business, and now ive taken all that business plus some back. theyre the reason i started my own company.

i used to have their conn tubes (.093) and matching scheid lines with 7x.012 injectors, the truck idled like crap, and all the time, and didnt make anymore power. unless you are doing it for the idle sound keep your money.

rod, i would go with something much less dirty than a 6x.018...pm me if you want more info

Roy
 
After another talk to Joe he said the 6x15 would b better in my case

So could one adjust the pop ??? and or kill the VP if set to high ?
 
banshee said:
Wouldn't a simple flow test be a good way to determine if the connector tubes are a restriction or not? If your injector flows 50 lpm and the connector tube (stock) flows 100, then it would be a waste of time. The question becomes what does your injector flow, a stock connector tube flow, and a drilled/EDMd tube flow. I/we tried it on a couple of trucks in our area and found they were a pain on the street. Combined with larger lines the idle was all over the place (it sounds really cool, though!) and the motor would frequently stall when lifting off the throttle quickly. Stock lines with drilled tubes were much less radical, but the dyno showed no gain or loss on 2 trucks (it was the same dyno on different days and within a couple hp on both). If I recall correctly, one set of injectors were honed 125hp and the others were Mach 5s or 6s. The setup with the large lines and tubes was never tried due to poor drivability. Just my/our experiences.

Don,

What kind of gains do you see with drilled tubes on the CRs? As mentioned, we drilled out a set of 24V tubes before. Are the CRs the same? What is your cost for EDMing a set?
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Tim dynoed a 22 HP gain with the CR tubes. A few others have too. I dont charge anything for tube mods if someone buys a set of stix. I just did an entire box full for a vendor/buddy of mine.

Don~
 
No need to laugh cause he thinks your full of S!@# when u claim a 100 hp with the same hole
 
why do you want 6 hole injectors? the lightning 2s are 6x.012s and really really smokey for the power the make. my 7x.012s make more power with less smoke.
 
Jetpilot said:
Rod is not about flow rates, its about fuel delivery...... Try dynoing these setups instead.
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We all know that an injector that flows 50 lpm will make less power then an injector that flows 3 lpm. :umno:

Since Mr. Magic Don M says flow and hole size has nothing to do with power, I am just going to use a set of pintle type injectors from a 6.9.

I wounder if ol Donny would let me pay him a bunch of money to sprinkle his magic fairy dust on them. :hehe:
 
MKoth said:
We all know that an injector that flows 50 lpm will make less power then an injector that flows 3 lpm
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Fuel flow is only part of the equation...... Delivery is the rest. As I mentioned earlier in the thread I have tried many injectors where the hole sizes and flow rates were greater than what I currently run and all lost HP, the some of the largest versions loosing a bunch. This is not a bash or a cheer just a fact about what I have tried and had work. 832 RWHP isn't too shabby for a VP truck in my book.
 
Jetpilot said:
Fuel flow is only part of the equation...... Delivery is the rest. As I mentioned earlier in the thread I have tried many injectors where the hole sizes and flow rates were greater than what I currently run and all lost HP, the some of the largest versions loosing a bunch. This is not a bash or a cheer just a fact about what I have tried and had work. 832 RWHP isn't too shabby for a VP truck in my book.
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what did you make fuel only on those runs and whose injectors were you running?
 
I recall several runs over 600 HP. Doug was using a single turbo when he did this too. It was the old school version of the current Schwitzer stuff everyone sells. The B-1. Does anyone remember those? lol

He used a Mach 6+ to get the numbers. Conservative boost too.
 
but there has to be a point depending on your set up you can have to much fuel

as for as the lines goes if the pump will put out 250 cc at 1000psi and you change the area that you store this in (lines) till the injectors pop what does that do to the pressure if the pressure goes down so will the atomiztion I know for a fact on my engine in the dyno room the truck lost 5 hp with the bigger lines and there was a lot more smoke and egt
 
That Guy said:
I understand that large hone size and poor atomization could lead to a loss in overall performance. But to deny the fact that more fuel burned with proper atomiztion will not produce more power is blatantly foolish.
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You got it right! But, nobody said anything about having more fuel burn efficiently not producung HP. What was said is there is a lot more to an injectors performance than holes size or number and LPM flow. I have proved this over and over bigger is NOT always better! If you want to believe that putting in huge injectors equals performance and HP thats fine. The trick is the right parts tuned the proper way.......
 
well with my setup what is the best way to get the truck tunned in, I still dont think Im fueling hard enough, the 7x.010's clear up but my 7x.012s had a harder time to clear up but I could break the tires loose going into 2nd gear now only rarely will the truck do that with the 7x10s

drag comp for box, htt prostreet 66/16 water meth stage 3 dual 625, .010 headgasket, 7x.010 sticks, dtt trans, cam this winter:rockwoot:..... maybe I just need to go all in and twin the darn thing.
 
7x10s hmmm Some guy in TX has those well mayb there 9s or 9.555555
 
Just a thought, and trying to see if I'm understanding this. It seems like larger con. tubes would hurt HP because it delays timing a little bit, because it takes longer to get a larger volume of fuel up to the required pressure to get the nozzle to pop. I could also understand if there was a slightly reduced injection pressure as well and that could cause the slight loss.

What I'm wondering is, has any one tried bumping the timing a little more than just a single box runs when running the larger tubes. Essentially in an effort to negate the retarding effect caused by the larger tubes. Might that help a little bit, or would you be putting undesired stress on the VP at that point.
Sean
 
i have tried moving the gear one tooth in order to get more timing, the vp seems to always correct itself
 
Gear tooth on what?

From my understanding the only way to advance the timing outside of a box is to use a different pump key. I believe this is part of the hotrod pump's build strategy.
 
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