Ok so my buddy rethought his calculations and realized there's no reason to divide by 2. He explained it to me and it actually made sense, so I'm trusting his formula, until somebody else tells us we're doing this totally wrong! (Which is quite possible.)
So, these are the numbers I come up with at 7k rpm...
6 m/s injects for 252 degrees
8 m/s injects for 336*
10 m/s injects for 420*
Holy cr@p that changes things a little bit! That means if you start injecting at the stock 360* point, and your injection time is 6 m/s, at 7k rpm your injection will stop at 108* before TDC. If your ign timing is around 25*, that gives enough time for the fuel to fully atomize before the spark fires. This proves out in real life because we know 6 m/s runs great at 7k rpm.
If your injection time is 8 m/s, start time is 360*, at 7k your stop time is now 24* BTDC. Hmmm, looks like we might be spraying fuel on our spark?
If your injection time is 10 m/s, start time is still 360*, at 7k the stop time is 60 degrees AFTER TDC! So we've sprayed fuel all the way through our spark time, and down into the power stroke. How could it possibly run right? We know this in real world results because 10 m/s WILL result in massive injection window misfires.
Even if you max out the injection angle table at 431*, a 10 m/s injection time will STILL have the injector closing at around 10*BTDC. Not too good if you're trying to run your ign timing at 25* BTDC huh? And we haven't even talked about what that effect that chamber pressure does to the injector fuel pressures. It's no wonder we're getting the high side pressures up around 3k psi for everything to work right. This also proves what we (or at least I) have known for a long time, E47 is the ONLY way to run an LNF. Not E10, and CERTAINLY not full E85.
Lemme know if any of you guys see something wrong with these calculations. I'm no math expert, and some of this stuff is over my head. I'm more of a real world guy than a theorize and calculate guy! Most of these numbers are just proving out what we've been figuring out on the streets and dyno's anyway. At least it gives value to what we've already known or guessed was happening.
BTW, I just did this log this morning, I thought I'd throw it on here to show why they're using EFR turbo's on the Indy cars...
Look at the friggin boost line! It's damn near vertical! It looks like from when I went full throttle (pedal) to when it hit 28.5 psi took about 300 m/s. The throttle wasn't even fully open yet. I think it was over 25 psi when the throttle was only at 80 or 90%. What a crying shame that these turbos have been so hard to get. It would be so awesome to have dozens more of these on LNF's. Going from no boost to 30 psi in about half a second is pretty amazing.