" You are right. I was off by a factor of 2, possibly due to lack of coffee. It's annoying me that I can't replicate the error I made though.

I was also assuming it could not inject right at the start of the intake stroke due to lack of room in the cylinder, and I think the DI system can't inject during the entire compression stroke, only a portion, due to cylinder pressure. I was figuring a worst case of an injection event starting halfway through the intake stroke and ending halfway through the compression stroke. "

" LOL, love the avatar.

I hate the ER cooler's rear louver piece. Looks pretty restrictive to airflow. I would come up with a different solution for the rear. Maybe the same piece, but with the louvers cut out and a piece of stainless screen riveted on. you can get such things from McMaster. If you go with the ER cooler, I would definitely get the shroud, as I see it's optional.

The Dinan cooler is unbelievably over priced. I can't look past it although you asked me to. With the money saved on the Dinan cooler, you may be able to get a driver's side shroud and an extra cooler from ER, and adapt that to use as a transmission cooler. Maybe jut buy the competition ER cooler and use the drivers side for the transmission. But fix those louvers - they are horrid.

With some small tweaks, I would get the ER competition cooler and use the drives side for the transmission. If you want a hassle-less experience with no custom DIY stuff, get the Dinan, but you should still address the transmission somehow for the road course. "

" @V8Bait

Thanks, did not know this. I never made the connection between each 25% of injector duty cycle of a port injector = 1 stroke of a given piston.

FWIW, 8k rpm means each one of the four strokes will take 3.75 ms. I would love to see some data on pressure vs. flow rate for the DI injectors. So I would expect this to be about the time available for a DI engine to inject fuel at 8k rpm. At 80% DC a port injector would have 12 ms at the same rpm. "

" A dual trace log with the output of the high pressure sensor at the rail and the PWM input to the fuel pump might shed some light. Or if you could integrate a PWM input to the JB4 to log the HPFP control valve signal for testing, that would be even better.

If the pump is being controlled to lower fuel pressure, that is something that might be easily addressable in a future JB revision. "

" Even if the engine did operate in stratified mode, it would only do so during part throttle cruising. Under WOT, it would always operate in homogenous mode because lambda must be below 1 when WOT, or the engine has a high probability of spontaneous rapid disassembly. If you are revving to 8000 or 9000 rpm, presumably it would only be under WOT. "

" The DI system would possibly be a limitation if it ever operated in stratified mode, but in the US the DI system only runs in homogenous mode (stratified mode requires a DeNOx catalyst, which is impossible to use in the US due to the sulfur content of the gasoline), so the time the injector sprays gas into the combustion chamber is somewhere from the beginning of the intake stroke, to partway into the compression stroke. Therefore there is MORE time to put gas into the cylinder than with port injection. Port injection cars run in excess of 10k rpm, no? "

" Division of Holley.

http://www.holley.com/index.asp?division=earls "

" [QUOTE=Autobahn335i;457064]I have the ER Sports Oilcooler, the AR oilcooler in front of the radiator and the PPK radiator in the driver side footwell.

My observations are the following: The AR OC won't do much. At the time of purchase there were no other options around but now we namely can get the ER Sports OC. And THAT is a huge improvement over stock! I haven't had oil temp issues ever since I got that upgrade.

Yet, my car was getting power reduced on the racetrack due to high coolant temps. Which lead me to installing the PPK radiator. And there is no certain verdict about that product. What I did notice is that coolant temps would go down faster again with this radiator. However peak temps would still be a problem and can lead to power reduction within 10 minutes of hard tracking in summer heat! Clearly, for street driving, none of this will be an issue anymore with all these upgrades but on the track it sure is. The root problem is that the 6AT is connected to the main radiator and the lower 3 rows of the core are used as a heat exchanger with the engine coolant. This is good to get engine temps to operating range faster. But it ucks at the track where the hot transmission oil will heat the coolant up even further!

Which leads me to my next project, which should be done shortly and which WILL solve this problem once and for all: a dedicated transmission cooler.

Here's what needs to be done: "

" I would drain the coolant once and fill with distilled water. Do the water pump bleed then bring the vehicle to operating temp to open the thermostat. Then drain the coolant again ( I recommend letting the vehicle cool some first ), and fill with distilled water and water wetter. Bleed the coolant system again and that should remove almost all of the glycol.

You may have to look into the best way to drain the coolant system. I think I drained the radiator and also removed one of the hoses from the transmission cooler.

The reason you only should use distilled or de-ionized water is because all other water (tap water, bottled water, etc.) contains minerals. They actually add minerals to bottled water for taste. These minerals can build up in the cooling system and cause premature failure.

I think it is very strange that you are losing coolant. How much do you lose over time? "