{"id":17274,"date":"2015-08-06T08:35:51","date_gmt":"2015-08-06T15:35:51","guid":{"rendered":"http:\/\/www.racingjunk.com\/news\/?p=17274"},"modified":"2016-05-26T11:10:48","modified_gmt":"2016-05-26T18:10:48","slug":"hard-parts-for-your-fuelie-part-iv","status":"publish","type":"post","link":"https:\/\/www.racingjunk.com\/news\/hard-parts-for-your-fuelie-part-iv\/","title":{"rendered":"Hard Parts For Your Fuelie Part IV"},"content":{"rendered":"

\"electronically<\/a><\/p>\n

Over the past three issues (Part I<\/a>, Part II<\/a>, Part III<\/a>), we’ve examined the hardware used for the installation of a complete EFI setup on a Chevy LS motor (in our case, a LS3). \u00a0That hardware included the intake, throttle body, and wiring harnesses. \u00a0This time around, we’ll look at various sensors offered by the folks from Holley and we’ll also look at injectors, fuel rails, and a fuel pressure regulator.<\/p>\n

Starting from the top: Holley can provide several different types of oxygen sensors (02) models. \u00a0These sensors constantly check and manage the air-fuel ratio of the engine. \u00a0They’re available in Bosch LSU4 and NTK wideband configurations. \u00a0The NTK WB02 Sensor (Holley Part Number 554-100) shown in the accompanying photos is slightly more accurate than others, and is engineered to withstand high exhaust heat (for example, temperatures found in forced induction applications). \u00a0It’s also compatible with methanol and race fuels. \u00a0Both sensors from Holley (Bosch WB02 and the NTK job) are the same length (cable is 25 inches, not including the connector or the sensor body).<\/p>\n

Next up is the pressure transducer. \u00a0Sounds complex, but what it does is to measure pressure in the fuel system. \u00a0The transducer then turns that measurement into voltage that the management system can understand. \u00a0Holley points out that each sensor has a linear voltage output range of .5 – 4.5 volts. \u00a0A pigtail is included with the sensor. \u00a0The pin out for all of the sensors is as follows:<\/p>\n

Pin Color:<\/p>\n

    \n
  1. A \u00a0Black\/White<\/li>\n
  2. B \u00a0Orange<\/li>\n
  3. C \u00a0Pink<\/li>\n<\/ol>\n

    For Holley\u2019s Dominator, HP and Avenger ECU\u2019s, the sensors are plug and play arrangements.\u00a0 Holley also points out that during installation, it\u2019s best to use a small amount of Teflon thread sealer on the threads and be sure not to over-tighten the sensor.<\/p>\n

    Two other sensors you’ll encounter include the unit for coolant temperature (Holley part number 534-10) as well as the air temperature sensor (Holley 9920-107). \u00a0The air temp sensor simply screw into the air intake plenum while the coolant temperature sensor has 3\/8-inch NPT threads, allowing it to be screwed into various locations on the power plant.<\/p>\n

    To match their Hi-Ram intakes, Holley manufactures a set of black anodized billet fuel rails (note that these rails can also be used in other applications).\u00a0 They\u2019re high quality components, machined for \u20138AN O-ring inlet ports.\u00a0 The rails are built with passages sufficiently large enough to accommodate high fuel flows and at the same time, dampen pressure pulsations in the fuel system. The rail set shown in the accompanying photos is Holley part number 534-203.<\/p>\n

    For injectors, you really need to size them for your particular application.\u00a0 The injector pack shown in the photos is a set high impedance jobs with a 42-lb.\/hr.-flow rating (at 43 PSI).\u00a0 Holley figures they\u2019re good for 670 horsepower.\u00a0 The Holley chart that follows shows the flow as well as the injector off time data:<\/p>\n

     <\/p>\n

    Holley EFI Injector Flow and Injector Off Time Data <\/strong><\/p>\n

     <\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    Injector Flow and Part Number<\/td>\nRated Injector Flow* (lb.\/hr.)<\/td>\nInjector Off Time Curves (milliseconds)<\/td>\n<\/tr>\n
    Injector Voltage Supply (V)<\/td>\n<\/tr>\n
    8.0 V<\/td>\n8.8 V<\/td>\n9.6 V<\/td>\n10.4 V<\/td>\n11.2 V<\/td>\n12.0 V<\/td>\n12.8 V<\/td>\n13.6 V<\/td>\n14.4 V<\/td>\n15.2 V<\/td>\n16.0 V<\/td>\n16.8 V<\/td>\n17.6 V<\/td>\n18.4 V<\/td>\n19.2 V<\/td>\n20.0 V<\/td>\n<\/tr>\n
    <\/td>\n<\/td>\n<\/td>\n<\/tr>\n
    19 lb.\/hr. (PN 522-198)<\/td>\n19.0<\/td>\n1.48<\/td>\n1.24<\/td>\n1.02<\/td>\n0.85<\/td>\n0.72<\/td>\n0.62<\/td>\n0.53<\/td>\n0.46<\/td>\n0.40<\/td>\n0.35<\/td>\n0.30<\/td>\n0.26<\/td>\n0.22<\/td>\n0.19<\/td>\n0.15<\/td>\n0.12<\/td>\n<\/tr>\n
    24 lb.\/hr. (PN 522-248)<\/td>\n24.0<\/td>\n1.33<\/td>\n1.09<\/td>\n0.87<\/td>\n0.70<\/td>\n0.56<\/td>\n0.46<\/td>\n0.37<\/td>\n0.29<\/td>\n0.22<\/td>\n0.16<\/td>\n0.10<\/td>\n0.06<\/td>\n0.01<\/td>\n0.01<\/td>\n0.01<\/td>\n0.01<\/td>\n<\/tr>\n
    30 lb.\/hr. (PN 522-308)<\/td>\n30.0<\/td>\n1.73<\/td>\n1.46<\/td>\n1.22<\/td>\n1.03<\/td>\n0.87<\/td>\n0.75<\/td>\n0.65<\/td>\n0.56<\/td>\n0.49<\/td>\n0.43<\/td>\n0.37<\/td>\n0.32<\/td>\n0.26<\/td>\n0.22<\/td>\n0.19<\/td>\n0.16<\/td>\n<\/tr>\n
    36 lb.\/hr. (PN 522-368)<\/td>\n36.0<\/td>\n1.59<\/td>\n1.34<\/td>\n1.12<\/td>\n0.93<\/td>\n0.79<\/td>\n0.67<\/td>\n0.57<\/td>\n0.48<\/td>\n0.41<\/td>\n0.35<\/td>\n0.31<\/td>\n0.27<\/td>\n0.23<\/td>\n0.19<\/td>\n0.15<\/td>\n0.11<\/td>\n<\/tr>\n
    42 lb.\/hr. (PN 522-428)<\/td>\n42.0<\/td>\n1.69<\/td>\n1.42<\/td>\n1.18<\/td>\n0.98<\/td>\n0.83<\/td>\n0.72<\/td>\n0.61<\/td>\n0.51<\/td>\n0.43<\/td>\n0.36<\/td>\n0.30<\/td>\n0.24<\/td>\n0.20<\/td>\n0.15<\/td>\n0.11<\/td>\n0.07<\/td>\n<\/tr>\n
    48 lb.\/hr. (PN 522-488)<\/td>\n48.0<\/td>\n1.47<\/td>\n1.24<\/td>\n1.02<\/td>\n0.84<\/td>\n0.70<\/td>\n0.59<\/td>\n0.50<\/td>\n0.42<\/td>\n0.35<\/td>\n0.29<\/td>\n0.23<\/td>\n0.18<\/td>\n0.13<\/td>\n0.09<\/td>\n0.06<\/td>\n0.03<\/td>\n<\/tr>\n
    66 lb.\/hr. (PN 522-668)<\/td>\n66.0<\/td>\n1.09<\/td>\n0.94<\/td>\n0.81<\/td>\n0.71<\/td>\n0.63<\/td>\n0.56<\/td>\n0.50<\/td>\n0.44<\/td>\n0.39<\/td>\n0.34<\/td>\n0.29<\/td>\n0.26<\/td>\n0.23<\/td>\n0.20<\/td>\n0.18<\/td>\n0.15<\/td>\n<\/tr>\n
    83 lb.\/hr. (PN 522-838)<\/td>\n83.0<\/td>\n1.39<\/td>\n1.22<\/td>\n1.07<\/td>\n0.94<\/td>\n0.84<\/td>\n0.76<\/td>\n0.69<\/td>\n0.62<\/td>\n0.56<\/td>\n0.51<\/td>\n0.46<\/td>\n0.42<\/td>\n0.38<\/td>\n0.35<\/td>\n0.32<\/td>\n0.28<\/td>\n<\/tr>\n
    120 lb.\/hr. (PN 522-128)<\/td>\n120.0<\/td>\n1.33<\/td>\n1.19<\/td>\n1.06<\/td>\n0.96<\/td>\n0.89<\/td>\n0.83<\/td>\n0.77<\/td>\n0.71<\/td>\n0.66<\/td>\n0.62<\/td>\n0.57<\/td>\n0.54<\/td>\n0.51<\/td>\n0.48<\/td>\n0.45<\/td>\n0.43<\/td>\n<\/tr>\n
    160 lb.\/hr. (PN 522-168) @ 43 PSI<\/td>\n168.5<\/td>\n1.14<\/td>\n1.00<\/td>\n0.85<\/td>\n0.74<\/td>\n0.65<\/td>\n0.56<\/td>\n0.51<\/td>\n0.46<\/td>\n0.41<\/td>\n0.36<\/td>\n0.32<\/td>\n0.28<\/td>\n0.25<\/td>\n0.21<\/td>\n0.19<\/td>\n0.16<\/td>\n<\/tr>\n
    160 lb.\/hr. (PN 522-168) @ 60 PSI<\/td>\n197.5<\/td>\n1.49<\/td>\n1.32<\/td>\n1.14<\/td>\n1.00<\/td>\n0.89<\/td>\n0.78<\/td>\n0.71<\/td>\n0.64<\/td>\n0.58<\/td>\n0.53<\/td>\n0.48<\/td>\n0.44<\/td>\n0.39<\/td>\n0.36<\/td>\n0.33<\/td>\n0.31<\/td>\n<\/tr>\n
    160 lb.\/hr. (PN 522-168) @ 75 PSI**<\/td>\n221.1<\/td>\n1.67<\/td>\n1.49<\/td>\n1.31<\/td>\n1.16<\/td>\n1.05<\/td>\n0.94<\/td>\n0.87<\/td>\n0.81<\/td>\n0.74<\/td>\n0.69<\/td>\n0.63<\/td>\n0.58<\/td>\n0.54<\/td>\n0.50<\/td>\n0.46<\/td>\n0.43<\/td>\n<\/tr>\n
    <\/td>\n<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

    *Rated Injector Flow: Rated at 43 PSI unless noted **Maximum Recommended Pressure on 522-168<\/p>\n

    With an EFI system, you\u2019ll need some form of fuel pressure regulator to control the flow of fuel from the pump.\u00a0 Holley\u2019s Dominator Billet EFI By-Pass job (part number 12-848) is right for high performance street and race applications.\u00a0 This is a two-port regulator that is adjustable form 40 to 70 PSI.\u00a0 The regulator is manufactured from 6061-T6 billet aluminum for strength and durability. They feature a black bright dip anodized body and a clear bright dip anodized top for corrosion resistance and good looks. The Holley 12-848 fuel pressure regulator features one -10 AN O-ring inlet port, one -10 AN O-ring outlet port and one -8 AN O-ring return port.<\/p>\n

    As you can see, the hardware from Holley is well sorted and well integrated.\u00a0 The idea from the beginning was to make their respective systems user friendly and easy for the racer and enthusiast to understand and install.\u00a0 For a closer look at the bits covered here, check out the accompanying photos.<\/p>\n

    \"electronically<\/a>
    This is an O2 sensor from Holley. It’s basically a plug and play with Holley’s ECU. This particular version is an NTK wide band job.<\/figcaption><\/figure>\n
    \"electronically<\/a>
    Another fancy sensor is this pressure transducer. This piece is used to measure the fuel flow to the engine. More in the text.<\/figcaption><\/figure>\n

    \"electronically<\/a><\/p>\n

     <\/p>\n

    \"electronically<\/a>
    You’ll also need a coolant temperature sensor along with an air temperature sensor (this and above photo). Both are available from Holley. And both are plug and play devices.<\/figcaption><\/figure>\n
    \"electronically<\/a>
    Holley offers a large range of fuel injectors for their EFI systems. This particular set includes 42 lb\/hr jobs that are large enough to support 670 horsepower.<\/figcaption><\/figure>\n
    \"electronically<\/a>
    Finally, you’ll also need a set of injector rails. What you need are rails large enough to handle the volume of fuel the engine mandates, and simultaneously fit your intake manifold. The text offers more info.<\/figcaption><\/figure>\n","protected":false},"excerpt":{"rendered":"

    Take a close-up look at Holley’s oxygen sensor models.<\/p>\n<\/div>","protected":false},"author":20,"featured_media":17275,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2}},"categories":[11,9],"tags":[4518,15,281,461,321],"class_list":["post-17274","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-how-tos","category-tech-tips","tag-fuel-systems","tag-holley","tag-how-to","tag-tech-tips-2","tag-wayne-scraba"],"jetpack_publicize_connections":[],"jetpack_featured_media_url":"https:\/\/www.racingjunk.com\/news\/wp-content\/uploads\/2015\/08\/Hard-1.1.jpg","jetpack_shortlink":"https:\/\/wp.me\/p42YSK-4uC","jetpack_sharing_enabled":true,"amp_enabled":true,"_links":{"self":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/17274","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/users\/20"}],"replies":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/comments?post=17274"}],"version-history":[{"count":4,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/17274\/revisions"}],"predecessor-version":[{"id":27517,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/17274\/revisions\/27517"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media\/17275"}],"wp:attachment":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media?parent=17274"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/categories?post=17274"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/tags?post=17274"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}