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Fuel Injection Bells
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 1959 3733365 K298 DATED BELL HOUSING CORVETTE 4 SPEED 283 FUEL INJECTION 2X4  US $294.95
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 1963 BELL CRANK ROCHESTER FUEL INJECTION CORVETTE NOS US $69.95
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1- Hi Steve, we have heard that you can now acidize while pulling the coiled tubing from the horizontal laterals. What is the effect and have you had documented increases in production?
Yes, we are now injecting acid directly into the laterals during the jetting process. We started implementing this procedure in our operations in Kansas several months ago. In order to effectively jet with acid, we had to upgrade our pumps to stainless steel. Alternatively, we can load the acid into our tubing after the main high pressure pump using a secondary acid pump mounted on a trailer. The results from jetting with acid have been impressive. We are generally seeing increases in production in the range of 2 to 4-fold, but like any bell curve, there will be some underperformers below a 2-fold increase and some overachievers beyond a 4-fold increase. We have seen some increases of up to 10-fold. Jetting with acid increases the probability of economic success over jetting without acid by about 50%.
2-Is the process more costly than traditional acid jobs?
Jetting with acid takes more time and also takes a bit of a toll on our equipment. Our coil tubing doesn't last as long, and we hope that upgrading our pumps to stainless steel will eliminate the impact on that equipment. In general, we charge a modest premium per lateral for injecting acid directly into the lateral. I know of no other procedure where you can be assured that acid will be placed in formation 300 ft from the well bore.
3-What type of acid do you use?
We typically use hydrochloric acid (HCL) as the acid of choice. However, we recently completed a 4-well program where we jet all the laterals using sulfemic acid, which is basically simple pickle juice. Sulfemic acid is benign at normal ambient temperatures and can be safely handled without protective gear and can also be run through equipment without fear of damage to the equipment. However, when heated above 150 degrees, it aggressively dissolves limestone. In fact, sulfemic was a common stimulation acid in the oil field before the advent of HCL.
4-Have you considered using retarded acid systems?
When you place the acid directly into the lateral, there is no need for a retarded system.
5-Can you shoot laterals in formations with paraffin issues?
When jetting laterals in wells with paraffin problems, we typically recommend using diesel fuel as the jetting fluid. Diesel fuel is an excellent solvent while working in paraffin and avoids any emulsion issues that one might encounter in jetting with water.
6-It seems since we last spoke more companies are using the technology. Any areas where it is really taking off?
The business is steadily growing. Since starting in Texas in 2005, we have expanded our field offices to Kansas , Oklahoma , and Kentucky . Someday jetting laterals will be as common and considered standard practice in wells as perforating the casing.
7-If you use a wireline can you go deeper than 6000 feet?
To operate deeper than 6,000 ft, you really need to use an injector head in order to support the weight of the tubing. The technology is effective independent of depth; however, the equipment has to be sized accordingly to handle the weight of the coil tubing in the hole.
8-What type of production increases are you seeing with laterals plus acid vs just laterals?
This is addressed in question #1 above.
9-Any new technology initiatives you would like to comment on?
Not at this time.
Thanks for your time!
A veteran financial officer for multiple construction companies, Gerald is an experienced leader. Seeing the opportunities in the oil & gas business, he is now focusing his efforts in building value through use of new technology in the oil patch. He also writes a number of investment newsletters focused on oil/gas, ethanol, biofuels, and cleantech. Email for free copy! Gerald can be reached on his cell phone 508-463-6290 or email: dynamicoilceo@yahoo.com [http://www.oilwellinvesting007.com]
Steve can be reached at 281-367-0386 or http://www.wellenhancementservices.com
Towards Legendary Status: the 2005 Chevrolet Corvette
Since its debut in 2005, the C6 Corvette has been a prominent attraction in the streets and racetracks with its superchargers, turbochargers, and stroker packages-tales from the Gen IV LS2.
David Gianechini of Missouri City, Texas, who together with his wife owned a silver ’05 with a six-speed and a scant 7,000 miles (from eBay), said, “The C6 is a daily driver to my Houston-based accounts-receivable management firm. As such, it has to be dependable. Determining how to modify the car to be fast, yet reliable, while on a budget became a challenge.”
David Coates, Motorsport Technologies operating officer, together with Gianechini, worked towards modifying the C6 Corvette into a better machine. Coates said, “As soon as the LS2 hit the market, we began research into creating engine packages that would handle extreme horsepower.”
“We can offer the customer a full range of choices, including stroker packages that can take the LS2 out to 455 ci as well as stock-block combinations that will handle 800 crankshaft horsepower. By pushing the envelope, two things became crystal clear: The LS2 block is very stout, but in order to handle the rigors of a power adder, tuning and heat management are critical,” he continued.
Motorsport Tech collaborated with ProCharger, its in-house cylinder-head and camshaft-design teams, to produce a well suited powertrain package that will give way for the C6 Corvette to gain 800 hp. According to a source, “the combo’s big hitter is a ProCharger H.O. Intercooled supercharger kit, which was outfitted at the factory with an upsized D-1SC head unit to facilitate boost levels of up to 12 psi.”
As they set goal for the engine to obtain sufficient circulating air, the LS2 powertrain was brought to Motorsport Tech to undergo treatment for their Stage II-E head-porting regimen. Oversized Ferrea stainless valves help flow in excess of 300 cfm on the intake, courtesy of fully hand-ported runners, bowl work, and a performance valve job with proprietary valve angles. Such valves were comprised with custom-ground “G1” cam measuring 228/232 degrees of duration and 0.588-/0.575-inch lift on a 113-degree love-separation angle. Stock-bore Cometic multi-layer gaskets together with arp head bolts and studs maintain a 10.9:1 compression.
Motortron 50-pound injectors and Kenne Bell Boost-A-Pump operates in conjunction with a stock C6 fuel pump. Intake-air temperature management has been the primary role of an Alky Control electronic methanol kit.
Cohen said, “In order to provide a tune that would extract the maximum safe power from the engine, we had to ensure that as parasitic heat from the blower built up, we maintained a delicate balance of timing and fuel. On these types of combinations, there is little to gain and everything to lose if the PCM starts pulling timing or leans out. The combination of the excellent ProCharger intercooler [and] supplemental assistance from methanol injection keeps the intake-air temperatures from ever exceeding 120 degrees, even when hot-lapped.”
Upon attaining performance satisfaction from C6 Corvette, Gianechini said, “[My wife and I] love driving the car around. By getting the C6 with the standard suspension, the car is always comfortable to drive, whether dodging potholes in the city or taking a trip out of town. Combine the power of the blown LS2, the luxurious ride, and a high-powered audio system, and you have a powerful dual-purpose car. Although the amenities are nice, the addictive nature of the ravenous motor's sound really gets me going. The boost from the ProCharger is almost instantaneous, and once the cam gets into the heart of the wide torque curve, the car is a handful. Even with the extremely high heat and humidity of Houston, the car has been a paragon of reliability.”
About the Author
Evander Klum is a Business Administration graduate who hails from Alabama. He enjoys extreme sports and he is also a car racing fanatic. At present, he works as a marketing manager at an advertising agency in Cleveland.
2001 Mustang Cobra will not start, HELP?
The above mentioned car is Kenne Bell S/C, 42 lbs injectors, H2O/Meth injection, etc...Pulled the car out yesterday to wash it was running great. Washed it started it pulled out of the wash bay and it began running rough and after a minute died and would not restart. Just before it died I heard the left bank pinging at idle like it leaned out. Should I start with the fuel pump? Any help/suggestions would be appreciated.
You say you washed it, did you happen to wash the engine? If so you could have gotten some water into the coil packs. Also you might try asking your question on stangnet.com. There are some people on there who have probably had the same problem that you described.
Greek Wildfire Engulfs the Euro in Flames, buoys Gold
It takes a lot more time to safely extinguish a fire than it does to start it. There’s an important lesson to be learned from a sad story of a homeowner, who had been burning debris in the backyard of her home, and thought she had put the fire out.
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