6th Gen ZL1 Port Injection

[@ApeMotorsports]

Thanks guys. The port injection is from a company called Too High PSI. Mike Sitar is the owner. If you search the company on Google you'll find it. They make all the hardware needed. Plates that sit in-between the blower and heads, the lids, fuel rails, harness and ecu. This works in conjunction with the stock ecm. You do need a good understanding of the stock e92 ecm or work with a tuner that does to get the two systems to work together. The fuel system on this car is from Fore Innovations. They make complete in-tank return style fuel systems. Again this takes some expertise to integrate the aftermarket fuel system into the port rails and the stock LT4 high pressure fuel pump.

[@Coda734]

In the video you had mentioned the car was originally a 2650/103 non cam car. What would a package like that run? Would port injection be beneficial to add before a cam, or would you prefer adding it after?

[@AtoBPerformanceAndTuning]

Hey Matt awesome video. Very informative. Curious if you don’t mind answering do you modify the power enrichment side of stock computer so airmass and torque are still reporting correctly and just compensate with the port from that point or are you calibrating both maf curves at the same time to achieve desired results.

[@ApeMotorsports]

The port injection definitely works with the stock cam. It allows full e85. I'm pulling fuel from both PE and the maf curve in the stock ecu. Pulling just pe down to 1.01 is not enough and pulsewidth from the di injectors at this power level on e85 is too wide. Obviously pulling from the maf does lower the airmass and calculated torque. I rescale the timing table axis and modify the vtt and PE eq ratio multiplier to compensate.

[@AtoBPerformanceAndTuning]

@@ApeMotorsports very informative thank you. I’ve got a few di projects in the future that would benefit from the port injection and it’s something I have not tackled yet tuning wise and haven’t come across any information as of yet on how people were dialing it in. I really enjoy the technical in depth aspect of your videos. Thanks for the great content.

[@boostedmike9284]

Nice one. The too high psi controller is more plug and play. But it’s missing a lot of the more advanced features of the Holley controller. On a built motor , these too high psi port injection systems are making over 1100whp.

[@jasonstanford]

Wicked! You are the man when it comes to tuning those stock ECMs. Loved the scientific explanation on the fueling.

[@davidciesielski8251]

Holy bananas, that is one hell of a car you built ! The fact that the video is not perfect, makes it believable!! I really think you are on another level from most tuners. I live in az and I am really thinking of sending my car to you! I hope that is saying something .

[@joeagnoni7112]

This video and explanation of how confident you are with too high port injection makes me want to send my car from PA to you but I’ve already had everything else done by Complete Street Performance. Matt with the stock bottom end what would be your suggestion to limits of running this setup with the stock bottom? My car top end is built with the magnuson and heads and cam which running 841whp on 93. I just ordered the THPSI lid. I’m considering doing port injection however I I don’t want to blow my engine.

[@Godsblessings1111]

Great content! ✌

[@jeffnoob8448]

Very cool

[@joeagnoni7112]

This video and explanation of how confident you are with too high port injection makes me want to send my car from PA to you but I’ve already had everything else done by a shop in Philadelphia Matt with the stock bottom end what would be your suggestion to limits of running this setup with the stock bottom? My cars top end is built with the magnuson and heads and cam which running 841whp on 93. My car runs fantastic and big part of me wants to keep it that want I just ordered the THPSI lid. I’m considering doing port injection however I I don’t want to blow my engine.

[@ApeMotorsports]

@@joeagnoni7112 The reliability of the rods and pistons depends on the power adder type and where the power is made. With a Magnuson or Whipple the power curve is pretty flat and makes more power at lower rpm vs. a centrifugal or large turbos. 1000rwhp or slightly over is my comfortable limit on a Magnuson lt4.

[@SonicH6265]

Great video and very informative! I will check into that port injection..

[@randyjones2661]

Great video Matt, thanks. How can I buy secondary port system pumps and all?

[@stefanobimbi9466]

Call the shop 630-377-1222 There is a waiting list on the parts.

[@85net]

Awesome video! Do you offer remote tuning?

[@ridewithrashad]

I have a built motor amde to handle 1500hp. I'm thinking this system is what i need to get me past my 753whp with my procharger

[@MichaelGreco]

Thanks for the video! Been researching port. With Holley I think they have the HP EFI which is smaller and less expensive than the dominator. Seems like the big benefit is Holley utilizes closed loop WOT fuel control. I don't understand it, but seems good. This system is appealing because it's significantly less expensive than the Holley. How do you like the MOTIV controller? Any downsides? Also does the too high lid have a good whine to it?

[@ApeMotorsports]

The controller is easy to install and easy to tune. Mike is working on dual bank closed loop control which will be added later. Closed loop is when the controller looks at feedback from o2 sensors and makes adjustments leaner or richer. The stock ecm does this at idle and cruise, but works off fixed values for large throttle openings. Most aftermarket controllers that use wideband oxygen sensors will run closed loop all the time. There's a table that you input target air/fuel ratios in and the controller automatically adjusts the pulsewidth of the injectors based on what the wideband oxygen sensors are reading. Not entirely necessary with a mass air flow based system like the Motive controller though. Once you get your fuel curve dialed in it's very consistent in all conditions. I set these cars up to be able to switch pulleys with no retuning. The spark and fuel is spot on no matter what boost level or ethanol content. The trick with adding any of the port systems out there is tuning the stock ecm to work with the additional fuel being added outside of the direct injection. Mike provides a spreadsheet that you use to work up base maf curves to start with. Then it takes some modifications to the torque model and rescaling the timing tables.

[@MichaelGreco]

@@ApeMotorsports thanks so much for the detailed reply! I'm 100% going to do this system when I add the Maggie. My shop seems more comfortable with Holley but it's just way too expensive. Are you going to utilize the closed loop when it's available?

[@dsmubz]

Isn't it possible to just run the toohigh psi system with just a dsx low side kit? That's already 2 fuel pumps instead of going into the tank to add triple pumps, seems a little overkill for the much simpler set ups. Thanks a bunch just subscribed

[@ApeMotorsports]

Yes. The DSX low side also works with the port injection. We have done several other cars over 900rwhp with a stock in-tank and a DSX low side. You do hit a limit on fuel flow with that setup though. We do the triple pumps so there is room to grow in the future. Some guys plan on 1200+rwhp eventually and the DSX won't support that.

[@Tate_Cunningham]

@@ApeMotorsports typically, whats that limit? could you have enough fueling to get over 1,000 with stock pumps with low side? i plan on running meth for fueling too. thanks

[@Tate_Cunningham]

also, could you get away with doing a dual pump for 1100whp? or is triple a necessity?