O.K. I finally have got the famous Corbin 8 inj setup running. I have gone to 1.3 bar ~19 psi so far and I am loving it, with no knock. I am trying to be conservative with the A/F ratio since my EGT has still not arrived.

I initially had problems going way lean and stalling out when I would get into boost fast(such as downshifting), but I seemed to have worked that out by increasing "map rate cut" to 20 to have it react to boost much faster, increased my "inj. scaler (MS)" to 3.994(625cc injectors), and moving down "fuel cut below" to 102.

I also set "Mode" to continuous instead of triggered. Fuel pressure is set at a stock 43psi with a 1:1 fpr. I do go way rich at lower boost levels(especially when I boost slowly), but as boost rises it starts to come back towards lean, but still rich.

I am going to the track on Friday and I am really looking forward to the results, even though my drag radials are on back order. Previously I have been 14.373 at 100.3 with an awful 2.4 60' time. As long as this crappy turbo compressor elbow (the black rubber one) holds up, I will post some good times to show all of you saying "How the hell can I get more fuel so I can turn up my boost?" that this setup needs to be considered.

The hardest part of the whole system was trying to get the software installed properly on my laptop. I am for the most part a computer idiot(damn good at ordering parts on the internet if I do say so myself), but I had people that knew what they were doing(aka Geeks) helping me and I still had problems. I still don't know exactly what I did to get it running, so unfortunately I won't be able to help anyone else if they have the same problem. Hope this helps some of you doing the 8 inj setup. Later.

so basically say I had a stage 2 with rebuilt internals.....this thing would lemme run higher then 10 pounds of boost? how much are you running and whats your current engine setup?

Hell yes, you can go higher than 10psi. I had star stage 2 and was running about 10 on stock internals, then I built up my engine in the spring so I could run higer boost. I initially planned to go to a standalone ECU, until Corbin designed this system. That is the reason why my supplemental injectors are 625cc.

With this system I would have to really run some mad boost to max out these injectors. Since they are supplemental to the stockers, 440s would have been more than enough. I plan to go to at least 25psi and maybe even 30, but I need my EGT.

The Supp. Inj. Controller is capable or fueling to about 26psi(I was told this by the guy who makes them) and I could fuel it a little rich at 26psi if I wanted to go higher boost(he also told me this).

here is Corbin's page on the setup:

http://2gnt.com/www/corbin/8inj.html

26 psi, without race gas? my God, that high of boost daily would own

He'd have to use race gas w/ that much boost.

Why am I going nuts here about Neil(41eclipse)?

Well, I've been dealing with this same issue during a quick boost pull, for about 2 months since I've installed it. During hard boosts, it would of course pull like mad, but then all of the sudden fall on its face and then recover again.

I couldn't figured it out for the life of me. I must have took it all apart multiple times and emailed Corbin and Javad(maker of EIC) more times than I can count. I tried to accutely describe the problems over and over, while we all tried to figure out why the car would fuel cut like that.

Anyways, after reading this tonight, it took me all of 2 minutes to walk out to my car, make the appropriate change in the program by upping the Map Rate Cut to "20", go for a drive and realize the results! Only one time did it fuel cut during a really fast pull. So although I was momentarily discouraged, I pulled over, and turned up the number again, this time to "30." This time, I really pushed the car through a LOT of 1st, 2nd and 3rd gear pulls and NO FUEL CUTS!!! :-) :-) (for this, Neil, I really appreciate your idea, feedback and post on this!)

Additionally, all of you should have the utmost faith in Javad who is the owner of the 034 EFI company. He ALWAYS answers his email daily and worked damn hard with me to try and figure out the cause of this aformentioned problem (he sent out MULTIPLE units for me to exchange and work through it in trying to get to the root of the problem). Moreover, Corbin as always, was and is there for my support too. You are DEFINITELY IN outstanding hands if you choose to purchase all of the parts to this system and put in the custom labor to have a nice finished product.

My own results of the 8 injector setup are fantastic as well. Neil has certainly not understated anything. The car has more than ample fuel now for any needs I shall ever have in the future. I had posted before on the increased turbo responsiveness and this certainly holds true now. There is now no wait on the turbo to respond at 1 psi. It just goes. I have a greatly added piece of mind now knowing that my turbo system now has a fuel system to match its turbo potential. Now that this problem is behind me, I can totally look towards the internals install.

My fuel setup:

4-235cc primaries, 4-441cc secondaries, Aeromotive 1:1 FPR, Walbro intake, Accel inline

IIRC, for now, the injector scaler is set to ~5.3 and the MAP rate cut is of course at 30. I have my Fuel Cut below at 110. These things all may certainly change, but it all worked really well tonight!! :-)

Thanks for the points Jason, my first points. Glad I could help out.

I want to second the Javad comments. I emailed him a couple times and received timely response when I was having the software issues, and then he called me(on a saturday no less), but I missed the call so he left me his cell#. I called him and he tryed to help me for like 25minutes while he was in his car. Try getting that type of service from a Greddy or an HKS. And Corbin was always there to help, I musta emailed him 5 times during my fabrication of the system.

forgot to answer engine setup question. here it is:

Star stage II with "E" trim
JE 8.6 pistons
Total Seal rings
Eagle rods
ARP head studs
Dodge MLS head gasket
Clevite main and rod bearings
AFX udp
Crane valve springs
stock valves with 3angle grind
stock cams with Fidanza adj. cam gears
Fidanza aluminum flywheel
SPEC stage II clutch
Energy Suspension motor mount inserts
235cc primary injectors
625cc supplementary injectors w/034EFI controller
SX 1:1 FPR
MSD DIS-2 ignition
Magnecore wires
NGK plugs, one range colder
Redline Synthetic 10W30
and a Partridge in a pear tree

As long as this crappy turbo
>compressor elbow (the black rubber one) holds up,

By the way Neil, I just bought a nice new elbow myself if yours ever gives out. You have to make at least a $25 purchase IIRC, but it's cheaper if your buy it straight from innovative turbo. It's the 2" 90 degree elblow. It holds up awesome. It's the exact same one HRC sells but for $6 cheaper.

http://www.innovativeturbo.com/Products/Accessories/Rubber%20Hoses.htm


Oh yeah, here's the 034 EIC site if any of you haven't seen it yet:

http://www.034efi.com/034SupECU.html

I'm really glad you guys got everything working right! Javad quickly answered countless e-mails from me too. Hopefully, as more people install these, we can build up a little knowledge base and help each other out. I'll raise my "map cut rate" and see if that benefits me.


Corbin

'95 ESI-T
HRC+FMIC+ETC...



Gimme fuel...Gimme fire...Gimme that which I desire

hey dude, thats a great deal, but say if i wanted to get the silicone 2.25" kind that would work also right?...it just cost a bit..hehe
here it is
http://www.innovativeturbo.com/Silicone%2090.htm



Michael 99gs
HRC Stage 2
http://www.dreamwater.net/purplebeast

The 2.25" is too big and you wouldn't be able to sufficiently clamp it down on the compressor outlet. 2" is the correct size.

As far as using silicone versus the nitrile, I wouldn't opt for it at that spot. It's one thing to use it as a clamping surface mating two I/C pipes, but for this connection, it's actually acting as the pipe itself. I'm not sure if it would last. Remember, as far as hot spots go in intercooler piping, this is the #1 hot spot right after the compressor.

Just an update, I went to 21psi today, and still no knock. This is on Shell 93 with no octane booster. Going to track tommorrow, I can't wait. I may go to Byron, Ill. on Saturday as I will be going to Rockford to visit an old Navy buddy. This is as long as my car is still running after tommorrow. Anyone going?

my bad its 2" for that section... i remember someone saying, silicone was a better deal from ic pipes from blowing off...which onces would i use a silicone deal at?



Michael 99gs
HRC Stage 2
http://www.dreamwater.net/purplebeast

Well, I'm not saying silicone wouldn't work. I'm sure it would...at least for awhile.

But that nitrile is supposedly built just for this. Plus(at least outwardly) it's thicker and appears a lot more hardy than does silicone. However, I'm not a chemist or a physics major, so I couldn't guess as to which might be the best overall, or why Bill Hahn chose ot use a nitrile elbow over a silicone one. I'm sure there's a good reason though. :-)

Wow... That is all I can say.

Well I installed my 8 injector setup today, and WOW! This setup is great. I took her out to do some tuning. I was getting fuel cut just as you guys described. I turned the MAP Rate Cute up to 25 and it is fine. I am running 315cc secondary injectors @ 11psi. I set the injectors scaler to 5.4. The transition is great. Better than I expected. I can't wait to get an ignition retard and pump up the boost. I also need a better blow off valve. I have a 2G bov and it leaks at 12psi.

Jeebus! 21 psi? Beast is right! Anyone else ever run this kinda boost on pump gas?

Damn Damn Damn... Must get 8 injector setup ;)

Us stage 4 and 5 guys do, but thats cause we got all the goods to do it with. Sounds like Corbin's setup is working out real nicely.

Update:

I have been getting a little hesitation at about 93-94 kpa (right before 0psi). I noticed that my air fuel was lean at this point as well. I had the "Cut Fuel Below" set to 102kpa (as corbin had it). I desided to take it down to 97 hoping to fix the hesitation. It helped. The hesitation was not as long and harsh. After I did that is when I noticed the hesitation started at 93-94kpa. I took the fuel cut down to 93kpa and there is no hesitation in 3rd or 4th gear. However I did get a little hesitation in 2nd. Not bad though. It looked to me like the engine was not getting the propper amount of fuel even below atmosphere (at 93kpa). It may have to do with the turbo flowing air into the intake before boost even builds. The stock system is not intended to to flow that much air at those rpms. Just hunch. I am still messing with they system, trying to work bugs out. Just thought I would update you guys.

Hey Jay,

I actually raised my "cut felow below" to something like 106 k/pa or so and that helped me a lot. Corbin will be the first to tell you that your local atmospheric pressure will differ from mine, so everyone will have to adjust theirs accordingly. But what I liked to do was to find my pressure with the car off by taking the reading and adding one or two k/pa's to it. I found that was the best way to get a decent fuel transition.

I guess I just figured the best transition would that have a little overlap of the fuel systems. This way there is no chance of going lean. Seams to work well. I also have a Missing Link so the ecu won't see boost.

I have found a problem with using a setting like 93kpa. Atmosphere is like 100kpa. When the car is off, with no vacume (100kpa), the system is trying to run the injectors. That is if you wire the unit right to the battery. If you wire it to the ignition, wich is what I am going to do next, it is fine.