PERFORMANCE FUEL RAIL

To ensure you're getting the best perfomance parts for your vehicle, Buy performace Fuel Rail! Speed & Sound is your performance parts source for performance Fuel Rail at discounted prices! Our company is well known in the industry to be the best source of performance Fuel Rail. If you're looking for a place that can give you the lowest price on performance Fuel Rail, Speed & Sound Motorsport is the surest way to get it. 

WORKS ENGINEERING FUEL RAIL

JASMA PERFORMANCE FUEL RAIL

HKS FUEL RAIL

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BLOW OFF VALVE ( BOV )

Blowoff valves are pressure release systems that are inside of turbocharged engines. Blowoff valves function to prevent compressor surge from occurring and to lessen the chances of engine wear. They are one-way valves that open the atmosphere up to above a certain pressure that is already set. This is done in order to relieve buildup in internal pressure. Blowoff valves are sometimes called pressure-relief valves or hooter valves.

HKS compressor blowoff and bypass valves play a vital role in any turbo system because they not only improve the performance of your vehicle but they also increase the longevity of the turbocharger as well.  The primary function of any blow-off or by-pass valve is to prevent compressor surge by relieving the compressed airflow that reverses direction as the throttle is closed.  HKS blowoff and bypass valves reroute the pressurized air, that is normally forced backwards into the turbo compressor, into the intake stream or by venting it to the atmosphere.  Subsequently, engine performance is then increased from quicker turbo spool up, as the compressor speed is not reduced by the backward airflow.  The longevity of the turbo is also increased, as its bearings will not suffer from the impact that is also produced by compressor surge.  Though many vehicles incorporate factory by-pass valves, they are often undersized and quickly are beyond their capable operating range as airflow levels are increased.  HKS offers four types of compressor blowoff and bypass valves: Standard, Racing, Super SQV, and the Super SQV Racing Single Valve.

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EXHAUST MANIFOLD ( BANANA )

An exhaust manifold is a system which is used to vent exhaust gases away from an engine. The manifold extends from the cylinders to the exhaust pipe, collecting and moving exhaust away from the engine. Exhaust can be harmful to inhale, making it very important to have a fully functional exhaust manifold; because it can sometimes be difficult to detect an exhaust leak, people may inhale exhaust gases without being aware of it.
When the pistons in the engine reach the exhaust stroke, they push the exhaust fumes up into the exhaust manifold. The manifold consists of a series of pipes which connect to the cylinders and then consolidate in a central large pipe which vents to the exhaust pipe. A series of gaskets are used to create tight seals so that exhaust cannot escape from the cylinders.

ADJUSTABLE CAM PULLEY

Cam pulley is used to rotate the camshaft which in turn will push the valve down.The timing of the valve will depend on the camshaft and the cam pulley.The timing means  when the valve is pushed down. If the valve comes down before the piston reaches its highest point called the top dead center(tdc), the timing is considered ADVANCE.If the valve comes down after the piston reaches  the tdc, it is considered as RETARD. The advance/retard is measured by degrees for example advance 2°or retard 2°.
The adjustable cam pulley, as the name implies, it means the pulley is adjustable.This will allow the valve timing to be changed This is simillar to a vvti system except the timing on vvti engine is variable depending on engine speed and it it is changed while the engine is running.As for the adjustable cam pulley (acp), the timing can only be set at one position/angle and can only be changed when the engine is not running.

ENGINE MANAGEMENT SYSTEM

HALTEC

Haltech Platinum Sport 1000 ECU

Application: universal

Features:

• soft cut rev limiter
• closed loop boost control
• stepper motor and BAC/IAC closed loop idle control
• user-definable mapping points
• anti-lag launch control with rotational idle
• wideband closed loop 02 control
• 8 additional user-definable inputs
• 4 additional user-definable outputs
• tuning via TPS with manifold correction
• numerous correction maps
• onboard data logging
• Windows software
• USB connector

The Platinum Sport 1000 ECU is an ECU capable of controlling sequential fuel and ignition on 4 cylinder and 2 rotor applications (semi-sequential on 6 and 8 cylinder applications). With 8 channels capable of controlling injection and ignition duties, the Platinum Sport 1000 supports modern engines with multi-coil ignition systems, as well as conventional distributor systems.

MOTEC

A Motec is a computer for a engine. It control every parts that in a engine. It will control all fuel system. A motec is intelligence a ecu more than standard a ecu because it can delicate control fuel. It can control that 250rpm/min. and it can control ignition system that a programmer can control ignition timing for cars.

This is reason why racing cars used a motec to control your cars. The motec is very popular in Malaysia and other country. The motec is made in USA.

MoTeC Engine Management from entry level LS-1, LS-2 and LS-6 and 1UZFE ECU's to the popular M4, M48 and the MX00 series ECU's - Speed & Sound Motorsports can setup a kit that is right for your application. We work closely with the MoTeC engineering staff on development of ECU products.
MOTEC M2R

Product Information

• Multi tooth mode with 12 teeth on the crank, this is for use with engines up to the series 6 RX7
• 36-2 for use with dedicated race engines requiring more accurate timing calculations

The M2R includes the new 140 and 141 ignition modes, allowing control of 4 individual coils with rotary split functionality.

This leaves 1 output available for fuel pump or fans if required. If the wasted spark leading mode 102 is used, a second auxiliary output becomes available.

Advantages

• Ability to run 4 individual coils (only previously available on the M400/600/800)
• Significantly lower price than an M4

Note
   An M2R cannot be upgraded to an M4.

MOTEC M600

: Standard Opt.1: Logging Opt.2: Wideband Lambda - Single or Dual Opt.3: Advanced Functions Opt.4: Continuously Variable Cam Control Opt.5: Drive by Wire *Available as part of Advanced Functions or as a separate option.

ENGINE MANAGEMENT SYSTEM		M600
GENERAL
Microprocessor - 3.3V 32 Bit with next generation time co-processor and 32MHz internal operation
Quality Standard		ISO 9002
Manufacturing Standard - IPC-S-815-A Class 3 High Reliability
Warranty Parts and Labour		2 year
Burn in –10 to 70 Deg C, 10 cycles in 32 hours
ECU Control Software stored in updateable Flash memory
High RFI Immunity
Low heat generation when using low ohm injectors
Battery transient protection
Environmentally sealed electronics
Waterproof connector with gold plated contacts
Case Size (mm)		147 x 105 x 40
Weight (kg)		0.500
PC Communications		CAN
Logger and Display Communications		CAN and RS232
Cylinders		1, 2, 3, 4 Sequential
Engines 2 stroke, 4 stroke, Rotary (2 Rotor)
Maximum RPM		> 20,000
OPERATING CONDITIONS
Internal Temperature Range (Deg C)		-10 ~ 85 Deg
Ambient Temperature (Deg C) (Depending on load and ventilation)		-10 ~ 70 Deg
Operating Voltage		6 ~ 22V DC
Operating Current (ECU only)		0.5 A max.
Reverse Battery Protection		External Fuse
COMPUTER SOFTWARE
Tuning, setup, diagnostic and utility software (Windows)
Computer Requirements		IBM PC with printer port, Win 95 to XP
Built-in help system
Data Logging Analysis		Opt. 1
User definable screen layouts
INJECTION OUTPUTS
Switchmode, high efficiency, low heat generation
Type		Peak and hold
Number		6
Injector Resistance		> 0.1 Ohm
User Programmable Current		0.5 ~ 6 Amp peak
User Definable Battery Compensation
FUEL CALIBRATION
Accuracy		0.000002 sec
RPM and Load Sites are user programmable
Main Table (3D) - RPM sites x Load sites		40 x 21
End of Injection Primary and Secondary (3D) - RPM sites x Load sites		20 x 11
Individual Cylinder Trim
Individual Cylinder Tables (3D) – RPM sites x Load sites		20 x 11
Secondary Injector Balance Table (3D) - RPM sites x Load sites		20 x 11
Auxiliary Compensations (any channel)		2
Adjustable MAP, Engine and Air Temperature, Fuel Pressure, Fuel Temperature and Gear Compensations
Accel./Deccel. Clamp, Decay and Sensitivity
Cold Start (5 parameters)
End of injection compensation (any channel)		2
Adjustable injector dead-time compensation
IGNITION OUTPUTS
Number		6
Ignition Interface allows connection to most OEM Ignition systems
IGNITION CALIBRATION
Accuracy		0.1 deg
RPM and Load Sites are user programmable
Main Table (3D) - RPM sites x Load sites		40 x 21
Individual Cylinder Trim
Individual Cylinder Tables (3D) – RPM sites x Load sites		20 x 11
Adjustable MAP, Engine and Air Temperature, Gear Compensations
Auxiliary Compensations (any channel)		2
Gear Compensation
Accel. Adv. Clamp, Decay and Sensitivity
Dwell Time – RPM x Battery Voltage		10 x 11
Odd Fire engine capability (any angle)
Rotary Ignition Split
BOOST CONTROL
Main Table (3D) - RPM Sites x User Defined Sites		20 x 11
Engine, Air and Exhaust Temperature Compensation
Auxiliary Compensation (any channel)		1
STANDARD FEATURES
Narrow Band Lambda Control
Wideband Lambda Control using external meter
Switched Cam Control
Driver Warning Alarm and Shift Light Control
Tacho Output
Gear Detection
Dual RPM Limit
Ground Speed Limiting
Nitrous Oxide Enrich / Retard
Air Conditioner Fan and Clutch Control
Over Run Fuel Cut
Programmable Sensor Calibrations
RPM Limit, Hard or Soft cut, fuel and/or ignition
Turbo Wastegate Control
Intercooler Spray Bars
Idle Speed Control (Pulse Width Modulated, Stepper, Drive by Wire)
RPM / Load Dependent Valves
Fuel Used Output
Fuel Pressure Control
Fuel Pump Relay Control
Alternator Control
Thermatic Fan Control
Slip Warning Light
User Definable 3D Output Tables with selectable axis parameters
OPTIONAL FEATURES (Necessary for some applications)
Data Logging		Opt. 1
Onboard Wideband Lambda Sensor Controller for NTK UEGO & Bosch LSU sensors		Opt. 2 (Single)
Traction Control and Launch Control (2, 3 or 4 wheel)		Opt. 3
Gear Change Ignition Cut (Flat shifts)		Opt. 3
High/Low Injection (Staged Injection)		Opt. 3
Overrun Boost Enhancement (Anti-lag)		Opt. 3*
Continuously Variable Cam Control		Opt. 4
Drive by Wire Throttle		Opt. 5
AUXILIARY OUTPUTS
Number of Auxiliary Outputs		8
All outputs are Pulse Width Modulated or Switched capable
4 Wire Stepper Motor capable
Number of Outputs with High and Low Side drive		6
Auxiliary Outputs can be used for standard and optional functions as required
TRIGGER SENSORS
Directly Compatible with most OEM trigger systems including: Hall, Magnetic and Optical types Multi-tooth (e.g. Mazda and Toyota) 1 or 2 Missing Teeth (e.g. Porsche) Many other special types incl. Ford narrow tooth, Nissan optical, Harley Davidson
Digital Signal Processing with Advanced Diagnostics
SENSOR INPUTS
Throttle Position, Manifold Pressure, Engine and Air Temperature
Auxiliary Sensor Inputs		10
Digital/Speed Inputs		4
AIR FUEL RATIO INPUTS
Narrow Band
Wideband using external meter
Single onboard Wideband, fully temperature compensated using high speed, professional type NTK UEGO or Bosch LSU sensors		Opt. 2
Range – Lambda		0.70 to 32.0
Resolution – Lambda		0.001
Lambda inputs also usable as 0-5V analogue input		2
DATA LOGGING
Logging of all ECU parameters		Opt. 1
Memory, Non-Volatile Flash		512k
Individual Parameter and Rate Selection
Logging Rate – samples per second		1 to 200
Logging Time – 28 Parameters + Diagnostics at 5/sec		38 minutes
Interpreter Software – Graphical Analysis
Maximum parameters logged		64
Maximum logging throughput		10kbytes/sec
DIAGNOSTICS
Injectors Open Circuit, Short Circuit, Peak Current not reached
Sensors Open and Short Circuit
Ref/Sync noise warning and error diagnostics (noise, runt pulses and amplitude)
Operating Errors: RPM Limit Exceeding, Injector Overduty, Over Boost, Low Battery, REF Error etc.