I got an marketing email from Mueller Motorwerks about SEMA 2014 - Las Vegas which has this in it:

Power Hour Interviews - Royal Purple

Scott Critchell, Central/Midwest Regional Manager for Royal Purple, is dropping in for a Power Hour interview in December. Have a nagging question about Royal Purple? Now's the perfect time to ask!

The link goes here: https://www.facebook.com/MMWerks/pho...type=1&theater

May be work a short asking a question on Facebook page regarding E85...

Possibly a strange suggestion, and feel free to correct me if I've got this wrong...

But the new pumps on VAG cars have upgraded internals already, wondering if they have better oil/fuel separation as well, and would they be compatible with our cars?

I have had the same thought. It would not however be compatible with our cars. The pumps are a lot different then ours now. Old technology is left in the dust.

Sent From a Galaxy, Far Far Away...

Yeah, I contacted a VW forum, our pumps are from the EA118 engine, whilst most of the modern cars have moved onto the EA888 engine...

Have asked if they found a solution, but not expecting an answer, I don't think e85 is that big a thing in their world...

why because they're pussies? wtf would one NOT run E85...lemee think...nope not 1 reason comes to mind (assuming availability is not an issue)

Main reason, lack of "open" tuning software... The vast majority of tunes aren't like the AP (see APR/revotechnik etc), people can't self tune, and the big companies aren't interested in e85...

Hi guys,

I have a suggestion that may peak your interest. Here's my story...

I started working for a company called Silcotek a little while ago. They are a relatively new company that specialize in metal coatings. But not just any coating, the only coating of its kind, patented to Silcotek. It is a gaseous coating named Dursan that makes the material being coated inert, hydrophobic, and extremely resistant to heat and physical wear. My theory to test would be to send the HPFP aftermarket internals through the process of being coated. After coating, installing them in the car, and filling up with e85. Best case scenario, it solves our 100% E85 issue. Worst case, we're back to where we are now. As I said, I'm employed with the company and would be willing to coat someone's aftermarket internals. Preferably some of the guys brave enough to go 100% e85. Please let me know any concerns with this, as it was a spur of the moment kind of thought. They were explaining the coating to me, and I had a moment where I thought "I think I know what I should coat"


Again, it's a gaseous coating, so there will be an extremely minimal layer of coating on the part. Nothing like any coating you've seen before. I'll post a video below as a demonstration. Input is welcome!

We can also coat other parts as well. maybe more fuel related parts?

Thanks!




For guys that like factual videos.

@Enki;

I am guessing only if it keeps the death from sticking to the SV and internals. The issue is oil getting in there and E will not fully dissolve it.

yes, that was my hypothesis. that it would repel the death from sticking to the internals, therefore it would still be there, but wouldn't cause issues with driveability.

The spill valve components (needle, seat, button, at a minimum), the internals (both sides) and the retaining nut at the very least should be coated if someone is going to test this.

I worry because the tolerances between the internals piston and collar have super tight tolerances...

ah, ok. I was curious about the tolerances too. But this coating is really quite astounding. might as well try, right? lol

http://tapatalk.imageshack.com/v2/14...3f967978b4.jpghttp://tapatalk.imageshack.com/v2/14...6053e8c77d.jpg
FWIW, I got this response earlier today when asking about corn and MPS. Will try to clarify 'frequently' in regards to oil changes.

No fuel getting out of the oil pump may mean no oil getting into the fuel pump.
I bet most of our fuel dilution also comes from the pump rather cylinder wall wetting.
I haven't looked at it too hard though, so I could be wrong.
Apparently these internals fit everything the Autotechs we use in our pumps fit.
I can contact them and ask for more specifics on the thread for the retaining nut, but may these be the 100%e answer?

IE High Pressure Fuel Pump (HPFP) Upgrade Kit: 2.0T FSI :: Fueling :: Engine :: USP Motorsports

Try it out and let us know.

I don't have access to corn.

I do, buy this for me... ;-)

Sent From a Galaxy, Far Far Away...

Are those the same ones I posted in the hardware mod thread?
http://www.performancebyie.com/ie-hi...0t-fsi-engines

Looks like it.

Did they work in that thread?
I'd be willing to pitch in on a set for testing.

Untested.

@littleloogy; do you think the 1000cc injectors from the site would work in a disi? Ummm... Copy paste on phone.... Give me one second here...
http://www.performancebyie.com/bosch...dance-injector
They're designed for the TDI but with some of those @Tokay444; injector seals... Fluid is fluid, and diesel is more viscous than corn is it not...?

Designed for TDI and rated @ 43.5 psi? uhm

That's not a TDI injector linked. That's the kind of injector we use in a 5th port setup.

If they can fit inside the constraints of the head, I can design a seal around them.

Observe my instant fail lolhttp://tapatalk.imageshack.com/v2/14...19592bd170.jpg

I warned you lol

Sent From a Galaxy, Far Far Away...

Might be a fail too but does anyone know how the RS4 injectors compare to ours?
Rated to 500+whp apparently

http://www.performancebyie.com/oem-f...t-from-rs4-fsi

Poorly. Rated to 500 hp but there's twice as many.

Math.

Oh I've only ever seen them sold in sets of 4, odd they do that

I'm still trying to decipher the difference between port injectors and disi injectors lol... Apparently I am always wrong

The difference is where the injector sprays the fuel.

Port injection, the fuel is sprayed into the intake ports where it mixes with the incoming air. The injectors are often mounted in the intake manifold runners, where the fuel sits until the intake valve opens and the mixture is pulled into the engine cylinder.

Direct injection has the injectors mounted in the cylinder head, so that they spray fuel directly into the engine cylinder, where it then mixes with the air. Only air passes through the intake manifold runners and past the intake valves with direct injection.

Well, DI is intended after the intake valves and has 1600+ psi (newer motors are 2000+)
Port is pre intake valves and usually 60ish psi...

DI injector: Attachment 185940
PI:
Attachment 185941

Thanks lol... I meant I can't tell them apart by sight yet. Looks like the electronics mount up differently

I'm waiting for the new ford RS injectors to be released. I'm just praying they fit...

Sent From a Galaxy, Far Far Away...

Make it fit!

The injectors aren't what's holding us back...

Secret? Do tell @Tokay444;

HPFP and/or cam lobes. A positive displacement pump that builds pressure 3 times per 4 injection events isn't the best.

Noted!

Injection timing events probably aren't helping either.