05-27-2009, 02:49 PM
05-27-2009, 03:28 PM
I can't wait --- this is very exciting!
05-27-2009, 06:14 PM
knowing how these things work, and what to expect at these boost levels, i'm not so worried about the hp and torque charts, though of course i want to see those too, but i'm especially looking forward to seeing A/F charts and data, as well as hopefully CO and HC data - that will be the real telling stuff for me and whether or not i can use it
also, i need to know that it can run on 91 octane
also, i need to know that it can run on 91 octane
05-27-2009, 07:18 PM
I am running it on 91 ocytane myself. No mods to the injectors or the fuel system beyond the FMU we installed.
I will get Air/Fuel and HP/Torque readings at the dyno and post them. I will not be getting emissions numbers, however. They are not equipped for that.
I will get Air/Fuel and HP/Torque readings at the dyno and post them. I will not be getting emissions numbers, however. They are not equipped for that.
05-27-2009, 07:35 PM
very cool on the 91!
hmmm - no HC or CO - well, perhaps i can figure something out on that - A/F will help a lot though in seeing how close it would be to passing tail pipe
hmmm - no HC or CO - well, perhaps i can figure something out on that - A/F will help a lot though in seeing how close it would be to passing tail pipe
05-27-2009, 08:03 PM
question (and i realize the ramifications in tuning):
have you considered a "blow through" maf? - i ask because this would help pass emissions requirements, as things in front of the maf are frequently free, or at a minimum more easily gotten around - given that the standards are getting more strict in more areas, this would seem to be a real concern and benefit
have you considered a "blow through" maf? - i ask because this would help pass emissions requirements, as things in front of the maf are frequently free, or at a minimum more easily gotten around - given that the standards are getting more strict in more areas, this would seem to be a real concern and benefit
05-29-2009, 04:31 PM
Back from the dyno.
The kit and the car performed flawlessly. No issues.
Note the excellent Air/Fuel ratio at 12.4:1 thoughout most of the boost up to 5700 RPM, where we start adding a little more until we reach 11.8:1 at redline and full boost. We do that to cool the charge air and add engine safety.
We also did a pull with the air filter/cold air system removed and gained only 4 HP. This is normal - all air filter media is necessarily somewhat restrictive in order to function, and a drop of about 4 HP is the lowest you can reasonably hope for. Higher drops with the air filter/cold air system removed would indicate that the air supply system is poorly designed and restrictive. We were very pleased with the 4 HP drop.
I did take a video too... in-car and out-of-car. I hope to find time to edit it and post it this weekend so you can hear what it sounds like.
CONGRATULATIONS. Your car now has more HP than a Nissan 350Z (6 cylinder) and a 1978-1984 Porsche 928 US (8 cylinder) and a Ferrari 308 and 328 (8 cylinder). I have supercharged each of these cars.
The next step for us is Manufacturing and writing the Installation Manual. The parts on the car are one-of prototypes. Now that we confirm they work and there is no belt slip or noises or interference, they come off the car so we can use them as patterns to make more.
This is when we will be able to quantify the cost of manufacturing the kit and get you guys a price.
Thank you for your interest! If you have any questions post them here and I will get back to them. Right now I need to jump back into the shop and catch up on some race prep for an event on Monday.
The kit and the car performed flawlessly. No issues.
Note the excellent Air/Fuel ratio at 12.4:1 thoughout most of the boost up to 5700 RPM, where we start adding a little more until we reach 11.8:1 at redline and full boost. We do that to cool the charge air and add engine safety.
We also did a pull with the air filter/cold air system removed and gained only 4 HP. This is normal - all air filter media is necessarily somewhat restrictive in order to function, and a drop of about 4 HP is the lowest you can reasonably hope for. Higher drops with the air filter/cold air system removed would indicate that the air supply system is poorly designed and restrictive. We were very pleased with the 4 HP drop.
I did take a video too... in-car and out-of-car. I hope to find time to edit it and post it this weekend so you can hear what it sounds like.
CONGRATULATIONS. Your car now has more HP than a Nissan 350Z (6 cylinder) and a 1978-1984 Porsche 928 US (8 cylinder) and a Ferrari 308 and 328 (8 cylinder). I have supercharged each of these cars.
The next step for us is Manufacturing and writing the Installation Manual. The parts on the car are one-of prototypes. Now that we confirm they work and there is no belt slip or noises or interference, they come off the car so we can use them as patterns to make more.
This is when we will be able to quantify the cost of manufacturing the kit and get you guys a price.
Thank you for your interest! If you have any questions post them here and I will get back to them. Right now I need to jump back into the shop and catch up on some race prep for an event on Monday.
05-29-2009, 05:02 PM
Great news! Can't wait to hear what pricing looks like.
BTW, you wouldn't happen to have a dyno of the car before the supercharger? It would be useful to look at the before/after using the same engine.
BTW, you wouldn't happen to have a dyno of the car before the supercharger? It would be useful to look at the before/after using the same engine.
05-29-2009, 05:22 PM
interesting stuff - not a bad beginning
i have a laundry list of questions - i'll try to compose them in some form of order so as to make sense, and get them up in the next day or so
i have a laundry list of questions - i'll try to compose them in some form of order so as to make sense, and get them up in the next day or so
05-29-2009, 06:03 PM
<!--quoteo(post=72796:date=May 29 2009, 02:02 PM:name=josephsc)-->QUOTE (josephsc @ May 29 2009, 02:02 PM) <{POST_SNAPBACK}><!--quotec-->Great news! Can't wait to hear what pricing looks like.
BTW, you wouldn't happen to have a dyno of the car before the supercharger? It would be useful to look at the before/after using the same engine.<!--QuoteEnd--><!--QuoteEEnd-->
I was looking for that also.
I would also like to see a side by side run vs a chipped 968. Great work.
BTW, you wouldn't happen to have a dyno of the car before the supercharger? It would be useful to look at the before/after using the same engine.<!--QuoteEnd--><!--QuoteEEnd-->
I was looking for that also.
I would also like to see a side by side run vs a chipped 968. Great work.
05-29-2009, 07:32 PM
first off, in case nobody has said it yet or lately...
THANK YOU FOR DIVING INTO THIS THANKLESS JOB, AT YOUR OWN EXPENSE, FOR WHICH YOU WILL BE ENDLESSLY CRITICIZED FOR YOUR TROUBLES!!!
lol - welcome to the club - we're having jackets made next week
at the risk of sounding critical though, of course i have a long list of questions - many of these would probably be answered over time, but i thought i would put them down in case something might be skipped
further, certainly i would like to see "before" charts, but the numbers are about what i expected at this boost and octane - certainly a few of us are almost there already with a bit less spent, but this is very promising - 280-285 normally aspirated is a relative no-brainer, and 300 is attainable, but peak numbers aren't the whole story though, and the breadth of the curve is the key - everybody also knows that the more power you seek, the more you have to spend, in exponential amounts - this is where these kinds of units do very nicely in street applications, and this one seems to be no exception
that's the good news
the bad news of course is that with the head gaskets now crumbling on these cars due purely to age, one will have to consider the condition of the engine before entering into this venue, as anything over 60k or 5 years is very risky - this is no different than any other forced induction setup though - added heat and pressure will always find its escape route in the weakest component - age and use do not help this - but with everything in tip top condition (fresh head gasket, valve job and good bearings), there is no reason to suspect that this would harm anything or prematurely wear anything out if attention is paid to temperatures and maintenance
i understand that the premise of the project was "bolt on simple relatively low cost power" without sacrificing AC or power steering - the results thus far are very promising and commendable - i always felt that this was a viable idea, never believed for a minute that it could not be done, and i am happy to see somebody making progress (especially somebody besides me) - obviously there is more to do, and a nearly limitless list of directions it could go - i don't want to detract from the project or its concept, but, like many, i have more concerns and application restrictions than some, so i am hoping to answer some questions before going any further myself into contemplating getting one
that being said, i have quite a few questions so as to have a better understanding of where the project stands and how well it is working - here is the first round:
1. what is going on below 4k?
2. what did it do with a leaner mixture?
3. what fuel pressures are running and when?
4. oem injectors? the "book" says they are only good to about 280 hp at 80%
5. are they at their limits?
6. oem electronics?
7. was it simply a chip?
8. without giving away the store, how difficult was the programming?
9. did you run into limits?
10. what was happening on the timing?
11. did the knock sensors come into play?
12. why does it cut out at 6700 rpm?
13. what are the intake temps before and after?
14. where was the O2 sensor for the A/F readings?
15. was there any discernible "lag" as it spooled up?
16. any chance of getting the maf (this one or a "blow through") on the other side of the blower?
17. given the well known fragility of the mounting points, what reinforcing of the AC brackets was done?
18. can a lower boost pulley be provided? (yes, lower)
19. is the new radiator fan dual speed?
20. does the shroud cover the entire radiator?
and of course, there is:
21. "any idea what this will cost?"
22. will you sell parts separately?
THANK YOU FOR DIVING INTO THIS THANKLESS JOB, AT YOUR OWN EXPENSE, FOR WHICH YOU WILL BE ENDLESSLY CRITICIZED FOR YOUR TROUBLES!!!
lol - welcome to the club - we're having jackets made next week
at the risk of sounding critical though, of course i have a long list of questions - many of these would probably be answered over time, but i thought i would put them down in case something might be skipped
further, certainly i would like to see "before" charts, but the numbers are about what i expected at this boost and octane - certainly a few of us are almost there already with a bit less spent, but this is very promising - 280-285 normally aspirated is a relative no-brainer, and 300 is attainable, but peak numbers aren't the whole story though, and the breadth of the curve is the key - everybody also knows that the more power you seek, the more you have to spend, in exponential amounts - this is where these kinds of units do very nicely in street applications, and this one seems to be no exception
that's the good news
the bad news of course is that with the head gaskets now crumbling on these cars due purely to age, one will have to consider the condition of the engine before entering into this venue, as anything over 60k or 5 years is very risky - this is no different than any other forced induction setup though - added heat and pressure will always find its escape route in the weakest component - age and use do not help this - but with everything in tip top condition (fresh head gasket, valve job and good bearings), there is no reason to suspect that this would harm anything or prematurely wear anything out if attention is paid to temperatures and maintenance
i understand that the premise of the project was "bolt on simple relatively low cost power" without sacrificing AC or power steering - the results thus far are very promising and commendable - i always felt that this was a viable idea, never believed for a minute that it could not be done, and i am happy to see somebody making progress (especially somebody besides me) - obviously there is more to do, and a nearly limitless list of directions it could go - i don't want to detract from the project or its concept, but, like many, i have more concerns and application restrictions than some, so i am hoping to answer some questions before going any further myself into contemplating getting one
that being said, i have quite a few questions so as to have a better understanding of where the project stands and how well it is working - here is the first round:
1. what is going on below 4k?
2. what did it do with a leaner mixture?
3. what fuel pressures are running and when?
4. oem injectors? the "book" says they are only good to about 280 hp at 80%
5. are they at their limits?
6. oem electronics?
7. was it simply a chip?
8. without giving away the store, how difficult was the programming?
9. did you run into limits?
10. what was happening on the timing?
11. did the knock sensors come into play?
12. why does it cut out at 6700 rpm?
13. what are the intake temps before and after?
14. where was the O2 sensor for the A/F readings?
15. was there any discernible "lag" as it spooled up?
16. any chance of getting the maf (this one or a "blow through") on the other side of the blower?
17. given the well known fragility of the mounting points, what reinforcing of the AC brackets was done?
18. can a lower boost pulley be provided? (yes, lower)
19. is the new radiator fan dual speed?
20. does the shroud cover the entire radiator?
and of course, there is:
21. "any idea what this will cost?"
22. will you sell parts separately?
05-29-2009, 07:54 PM
<!--quoteo(post=72806:date=May 29 2009, 04:32 PM:name=flash)-->QUOTE (flash @ May 29 2009, 04:32 PM) <{POST_SNAPBACK}><!--quotec-->that being said, i have quite a few questions so as to have a better understanding of where the project stands and how well it is working - here is the first round:
1. what is going on below 4k?
2. what did it do with a leaner mixture?
3. what fuel pressures are running and when?
4. oem injectors? the "book" says they are only good to about 280 hp at 80%
5. are they at their limits?
6. oem electronics?
7. was it simply a chip?
8. without giving away the store, how difficult was the programming?
9. did you run into limits?
10. what was happening on the timing?
11. did the knock sensors come into play?
12. why does it cut out at 6700 rpm?
13. what are the intake temps before and after?
14. where was the O2 sensor for the A/F readings?
15. was there any discernible "lag" as it spooled up?
16. any chance of getting the maf (this one or a "blow through") on the other side of the blower?
17. given the well known fragility of the mounting points, what reinforcing of the AC brackets was done?
18. can a lower boost pulley be provided? (yes, lower)
19. is the new radiator fan dual speed?
20. does the shroud cover the entire radiator?
and of course, there is:
21. "any idea what this will cost?"
22. will you sell parts separately?<!--QuoteEnd--><!--QuoteEEnd-->
LOL, scary part is, I think he's just getting started.
1. what is going on below 4k?
2. what did it do with a leaner mixture?
3. what fuel pressures are running and when?
4. oem injectors? the "book" says they are only good to about 280 hp at 80%
5. are they at their limits?
6. oem electronics?
7. was it simply a chip?
8. without giving away the store, how difficult was the programming?
9. did you run into limits?
10. what was happening on the timing?
11. did the knock sensors come into play?
12. why does it cut out at 6700 rpm?
13. what are the intake temps before and after?
14. where was the O2 sensor for the A/F readings?
15. was there any discernible "lag" as it spooled up?
16. any chance of getting the maf (this one or a "blow through") on the other side of the blower?
17. given the well known fragility of the mounting points, what reinforcing of the AC brackets was done?
18. can a lower boost pulley be provided? (yes, lower)
19. is the new radiator fan dual speed?
20. does the shroud cover the entire radiator?
and of course, there is:
21. "any idea what this will cost?"
22. will you sell parts separately?<!--QuoteEnd--><!--QuoteEEnd-->
LOL, scary part is, I think he's just getting started.
05-29-2009, 10:09 PM
lol - i started on this 5 years ago - i thought about it long and hard - then spent over a year working on it - all this after doing centrifugal units for over 2 decades - no new news here
that's exactly why i am so interested
that's exactly why i am so interested
05-30-2009, 11:13 AM
I will answer the ones I can right now. My answers are in <!--coloro:#0000FF--><!--/coloro-->BLUE <!--colorc-->
<!--/colorc-->
1. what is going on below 4k?
2. what did it do with a leaner mixture? <!--coloro:#0000FF--><!--/coloro-->Why would we test it with a leaner mixture than 12.5:1? Max HP is derived at 12.5:1 - and designers like me try to tune for 12.3 or 12.1 to 1 for additional safety. I have no idea what it would do leaner. I can tell you what would happen.... power would drop off and combustion temps would rise and knock would begin. <!--colorc-->
<!--/colorc-->
3. what fuel pressures are running and when? <!--coloro:#0000FF--><!--/coloro-->The FMU is adding 3 psi of fuel pressure over stock per pound pof boost. At maximum boost of 5 psi, we added 15 psi of fuel pressure. <!--colorc-->
<!--/colorc-->
4. oem injectors? the "book" says they are only good to about 280 hp at 80% <!--coloro:#0000FF--><!--/coloro-->The previous info was errant. I supercharger Porsche 928's that come stock with 19 pound injectors and we get over 400 HP from them before we have to change them out. I always thought this was an odd note from the 968 group that the 19# injectors were incapable... as you can see, with a properly installed FMU, they are more capable than was first beleived.<!--colorc-->
<!--/colorc-->
5. are they at their limits? <!--coloro:#0000FF--><!--/coloro-->Not yet, I dont think. But they are matched for the amount of air I am introducing into the motor. <!--colorc-->
<!--/colorc-->
6. oem electronics? <!--coloro:#0000FF--><!--/coloro-->Yes, completely. <!--colorc-->
<!--/colorc-->
7. was it simply a chip? <!--coloro:#0000FF--><!--/coloro-->No chip. no changes. <!--colorc-->
<!--/colorc-->
8. without giving away the store, how difficult was the programming? <!--coloro:#0000FF--><!--/coloro-->No chip. no changes. <!--colorc-->
<!--/colorc-->
9. did you run into limits? <!--coloro:#0000FF--><!--/coloro-->The usual - use a smaller pulley, start to see belt slippage. This dyno represents its "happy spot". <!--colorc-->
<!--/colorc-->
10. what was happening on the timing?
11. did the knock sensors come into play? <!--coloro:#0000FF--><!--/coloro-->No. They never fired. <!--colorc-->
<!--/colorc-->
12. why does it cut out at 6700 rpm? <!--coloro:#0000FF--><!--/coloro-->Because I hit the rev limiter. <!--colorc-->
<!--/colorc-->
13. what are the intake temps before and after?
14. where was the O2 sensor for the A/F readings?
15. was there any discernible "lag" as it spooled up? <!--coloro:#0000FF--><!--/coloro-->Maybe a little. It has 1 psi of boost at 2000 rpm, so it was already "spooled up". But, it did pull stronger starting at about 3500. <!--colorc-->
<!--/colorc-->
16. any chance of getting the maf (this one or a "blow through") on the other side of the blower? <!--coloro:#0000FF--><!--/coloro-->Why? There would be no benefit, and the MAF will max out on air flow. <!--colorc-->
<!--/colorc-->
17.<!--coloro:#0000FF--><!--/coloro--> given the well known fragility of the mounting points, what reinforcing of the AC brackets was done? It isnt mounted to the AC bracket. No issue. <!--colorc-->
<!--/colorc-->
18. can a lower boost pulley be provided? (yes, lower) <!--coloro:#0000FF--><!--/coloro-->Of course. Thats easy. <!--colorc-->
<!--/colorc-->
19. is the new radiator fan dual speed?<!--coloro:#0000FF--><!--/coloro--> No. Single speed and more than capable. When it turns on, it runs for about 30 seconds and shuts off because it cools down the fluid so quickly. <!--colorc-->
<!--/colorc-->
20. does the shroud cover the entire radiator?<!--coloro:#0000FF--><!--/coloro--> No. That would inhibit air flow at highway speeds. <!--colorc-->
<!--/colorc-->
and of course, there is:
21. "any idea what this will cost?" <!--coloro:#0000FF--><!--/coloro-->I think I mentioned we now start the manufacturing phase and costs will become apparant. I do not think its going to be outragious, however. Don't worry.<!--colorc-->
<!--/colorc-->
22. will you sell parts separately? <!--coloro:#0000FF--><!--/coloro-->Absolutely not. We do sell the Raptor supercharger separately, however. <!--colorc-->
<!--/colorc-->
<!--/colorc-->
1. what is going on below 4k?
2. what did it do with a leaner mixture? <!--coloro:#0000FF--><!--/coloro-->Why would we test it with a leaner mixture than 12.5:1? Max HP is derived at 12.5:1 - and designers like me try to tune for 12.3 or 12.1 to 1 for additional safety. I have no idea what it would do leaner. I can tell you what would happen.... power would drop off and combustion temps would rise and knock would begin. <!--colorc-->
<!--/colorc-->
3. what fuel pressures are running and when? <!--coloro:#0000FF--><!--/coloro-->The FMU is adding 3 psi of fuel pressure over stock per pound pof boost. At maximum boost of 5 psi, we added 15 psi of fuel pressure. <!--colorc-->
<!--/colorc-->
4. oem injectors? the "book" says they are only good to about 280 hp at 80% <!--coloro:#0000FF--><!--/coloro-->The previous info was errant. I supercharger Porsche 928's that come stock with 19 pound injectors and we get over 400 HP from them before we have to change them out. I always thought this was an odd note from the 968 group that the 19# injectors were incapable... as you can see, with a properly installed FMU, they are more capable than was first beleived.<!--colorc-->
<!--/colorc-->
5. are they at their limits? <!--coloro:#0000FF--><!--/coloro-->Not yet, I dont think. But they are matched for the amount of air I am introducing into the motor. <!--colorc-->
<!--/colorc-->
6. oem electronics? <!--coloro:#0000FF--><!--/coloro-->Yes, completely. <!--colorc-->
<!--/colorc-->
7. was it simply a chip? <!--coloro:#0000FF--><!--/coloro-->No chip. no changes. <!--colorc-->
<!--/colorc-->
8. without giving away the store, how difficult was the programming? <!--coloro:#0000FF--><!--/coloro-->No chip. no changes. <!--colorc-->
<!--/colorc-->
9. did you run into limits? <!--coloro:#0000FF--><!--/coloro-->The usual - use a smaller pulley, start to see belt slippage. This dyno represents its "happy spot". <!--colorc-->
<!--/colorc-->
10. what was happening on the timing?
11. did the knock sensors come into play? <!--coloro:#0000FF--><!--/coloro-->No. They never fired. <!--colorc-->
<!--/colorc-->
12. why does it cut out at 6700 rpm? <!--coloro:#0000FF--><!--/coloro-->Because I hit the rev limiter. <!--colorc-->
<!--/colorc-->
13. what are the intake temps before and after?
14. where was the O2 sensor for the A/F readings?
15. was there any discernible "lag" as it spooled up? <!--coloro:#0000FF--><!--/coloro-->Maybe a little. It has 1 psi of boost at 2000 rpm, so it was already "spooled up". But, it did pull stronger starting at about 3500. <!--colorc-->
<!--/colorc-->
16. any chance of getting the maf (this one or a "blow through") on the other side of the blower? <!--coloro:#0000FF--><!--/coloro-->Why? There would be no benefit, and the MAF will max out on air flow. <!--colorc-->
<!--/colorc-->
17.<!--coloro:#0000FF--><!--/coloro--> given the well known fragility of the mounting points, what reinforcing of the AC brackets was done? It isnt mounted to the AC bracket. No issue. <!--colorc-->
<!--/colorc-->
18. can a lower boost pulley be provided? (yes, lower) <!--coloro:#0000FF--><!--/coloro-->Of course. Thats easy. <!--colorc-->
<!--/colorc-->
19. is the new radiator fan dual speed?<!--coloro:#0000FF--><!--/coloro--> No. Single speed and more than capable. When it turns on, it runs for about 30 seconds and shuts off because it cools down the fluid so quickly. <!--colorc-->
<!--/colorc-->
20. does the shroud cover the entire radiator?<!--coloro:#0000FF--><!--/coloro--> No. That would inhibit air flow at highway speeds. <!--colorc-->
<!--/colorc-->
and of course, there is:
21. "any idea what this will cost?" <!--coloro:#0000FF--><!--/coloro-->I think I mentioned we now start the manufacturing phase and costs will become apparant. I do not think its going to be outragious, however. Don't worry.<!--colorc-->
<!--/colorc-->
22. will you sell parts separately? <!--coloro:#0000FF--><!--/coloro-->Absolutely not. We do sell the Raptor supercharger separately, however. <!--colorc-->
<!--/colorc-->
05-30-2009, 12:38 PM
<!--quoteo(post=72806:date=May 29 2009, 03:32 PM:name=flash)-->QUOTE (flash @ May 29 2009, 03:32 PM) <{POST_SNAPBACK}><!--quotec-->the bad news of course is that with the head gaskets now crumbling on these cars due purely to age, one will have to consider the condition of the engine before entering into this venue, as anything over 60k or 5 years is very risky - this is no different than any other forced induction setup though - added heat and pressure will always find its escape route in the weakest component - age and use do not help this - but with everything in tip top condition (fresh head gasket, valve job and good bearings), there is no reason to suspect that this would harm anything or prematurely wear anything out if attention is paid to temperatures and maintenance<!--QuoteEnd--><!--QuoteEEnd-->
this has always been my biggest concern. of course now, thanks to the timing belt disaster [img]style_emoticons/<#EMO_DIR#>/dry.gif[/img] , it will no longer be an issue for me.
but there's still the overall stress placed on everything else and cutting the longevity of those components by as much as half of the life they would have otherwise had.. so I have to come to terms with that ( and the whistling sound ) but this looks great and indeed very promising.
Great work - I'll definitely keep a close look at how everything unfolds and time will tell, but certainly in the consideration stage at this point [img]style_emoticons/<#EMO_DIR#>/cool.gif[/img]
this has always been my biggest concern. of course now, thanks to the timing belt disaster [img]style_emoticons/<#EMO_DIR#>/dry.gif[/img] , it will no longer be an issue for me.
but there's still the overall stress placed on everything else and cutting the longevity of those components by as much as half of the life they would have otherwise had.. so I have to come to terms with that ( and the whistling sound ) but this looks great and indeed very promising.
Great work - I'll definitely keep a close look at how everything unfolds and time will tell, but certainly in the consideration stage at this point [img]style_emoticons/<#EMO_DIR#>/cool.gif[/img]
05-30-2009, 12:55 PM
thanks for the replies - knowing that you were running the oem programming helps a lot - it answered many of the questions
1. really need to see what is going on below 4k - that's the big story on this car
2. while i understand your reasoning, i have other concerns regarding the mixture - 12.5 doesn't bug me - 11.8 does - however, i don't think either one will pass emissions, which is why the manufacturer runs leaner - if these are tail pipe readings though, they would really be a half point or so higher, so not so much of a problem (hence question 14) - the numbers parallel the oem tailpipe readings, so if that is where your sensor is, then it should pass
4. 400 hp on a 5 liter V8 would be very inline with the info, and in fact you should be able to get up to 550 - they rate them at about 69 per injector - clearly you are getting more than that, but everything we have seen so far points to very real limits - i think the regulator is doing a great job at exceeding those limits - very nice
13. still very interested in temps
16. with the maf where it is, it won't pass emissions - i would have to play around with that and get it on the other side - there are blow through units out there, so it shouldn't be a problem
17. bummer - that point is already too weak, and breaks under the stock load (albeit frequently assisted by somebody who doesn't torque them properly) - increasing that with the blower won't help though - i will have to design a reinforcing bracket and new tensioner - no worries - i was going to do that anyway even for the stock cars
18. cool - it didn't look like there was much room for a bigger pulley - i'd like to keep the boost on my car down to under 5lbs - i have very real reasons for that
19. well, we already have problems with the fans and radiator not being up to the job of the stock engine - depending on the cfm of your new fan, it may or may not be up to the job in the 100 plus degree weather many of these guys are in - i would definitely look into that - overheating is such a big deal on these cars that exacerbating that problem is the last thing these guys want to see
20. reducing the amount of extraneous air into the engine bay has been very helpful in getting cars to run cool - allowing air past the radiator without being drawn by the fan is counter to that - they stopped doing that way back in the 70's - i suppose it wouldn't be too hard though to juggle things around though to get back to that orientation - with or without the blower, i was planning on making fan changes anyway for reasons of weight
21. no worries - a little quick math works that out - brackets are pretty cheap - the rest of the stuff is all known commodities, so pricing is pretty easy to figure out - with no programming required, this looks to be extremely inexpensive - good on ya
again, thanks for working on this - clearly it can be done
1. really need to see what is going on below 4k - that's the big story on this car
2. while i understand your reasoning, i have other concerns regarding the mixture - 12.5 doesn't bug me - 11.8 does - however, i don't think either one will pass emissions, which is why the manufacturer runs leaner - if these are tail pipe readings though, they would really be a half point or so higher, so not so much of a problem (hence question 14) - the numbers parallel the oem tailpipe readings, so if that is where your sensor is, then it should pass
4. 400 hp on a 5 liter V8 would be very inline with the info, and in fact you should be able to get up to 550 - they rate them at about 69 per injector - clearly you are getting more than that, but everything we have seen so far points to very real limits - i think the regulator is doing a great job at exceeding those limits - very nice
13. still very interested in temps
16. with the maf where it is, it won't pass emissions - i would have to play around with that and get it on the other side - there are blow through units out there, so it shouldn't be a problem
17. bummer - that point is already too weak, and breaks under the stock load (albeit frequently assisted by somebody who doesn't torque them properly) - increasing that with the blower won't help though - i will have to design a reinforcing bracket and new tensioner - no worries - i was going to do that anyway even for the stock cars
18. cool - it didn't look like there was much room for a bigger pulley - i'd like to keep the boost on my car down to under 5lbs - i have very real reasons for that
19. well, we already have problems with the fans and radiator not being up to the job of the stock engine - depending on the cfm of your new fan, it may or may not be up to the job in the 100 plus degree weather many of these guys are in - i would definitely look into that - overheating is such a big deal on these cars that exacerbating that problem is the last thing these guys want to see
20. reducing the amount of extraneous air into the engine bay has been very helpful in getting cars to run cool - allowing air past the radiator without being drawn by the fan is counter to that - they stopped doing that way back in the 70's - i suppose it wouldn't be too hard though to juggle things around though to get back to that orientation - with or without the blower, i was planning on making fan changes anyway for reasons of weight
21. no worries - a little quick math works that out - brackets are pretty cheap - the rest of the stuff is all known commodities, so pricing is pretty easy to figure out - with no programming required, this looks to be extremely inexpensive - good on ya
again, thanks for working on this - clearly it can be done
05-30-2009, 10:54 PM
05-31-2009, 01:19 AM
Sorry to digress, but after watching Carl's video I noodled around a bit and fell on this and had to share. Weird wild stuff goes on out there.
http://www.youtube.com/watch?v=aK0v--XPNxU...feature=related
http://www.youtube.com/watch?v=aK0v--XPNxU...feature=related
05-31-2009, 09:25 AM
amazing.
here's the same "taxi" racer , different track - http://www.youtube.com/watch?v=powVngJ-Ljc...feature=related - and what a great looking track it is, man I'd love a chance to drive on that one - looks to be almost as great of a course as "the ring" .
here's the same "taxi" racer , different track - http://www.youtube.com/watch?v=powVngJ-Ljc...feature=related - and what a great looking track it is, man I'd love a chance to drive on that one - looks to be almost as great of a course as "the ring" .
05-31-2009, 10:56 AM
Not quite on-topic.
This week I will be disconnecting the Variocam to see what difference it might make on this mildly-boosted kit.
This week I will be disconnecting the Variocam to see what difference it might make on this mildly-boosted kit.