I've been watching your build. Great work and nice setup. Clean and professional.

 

As you know, I run the FRI 216/220 114lsa camshaft. CamMotion just got back to Denny today and recomended a custom grind of 218/222 114lsa with all the info from my motor. With those numbers, the valves are staying open longer, allowing more air and fuel to fill the cylinders efficiently. When Denny told them we lost a little boost with our new cam, they said that was a good thing. Looks like I can pulley down again.

 

I'll be heading to a local 1/8 mi track next weekend for TnT. I never raced on one before in my life. My new drag radials for all four corners will be in next Tuesday. With the a/w intercooler off and less boost, the truck is really pulling hard. Less KR like before so I'll just be using straight h2o injection with non oxygenated 93. If knock shows up with the open headers and torque tubes, I'll have some methenol for back up. I'm shooting for a 12.8 a/f in 1st, 12.5 in 2nd and a 12.2 in 3rd with the POS stock Mopar PCM. I wish HP Tuners could help us Dodge guy's out.

 

3rd gear is still fat. Just ran the 1/8 mi Superchips data acquistion program that put me at a 7.37@91mph. Tomorrow night will be real time numbers.

 

Jerry, that's smokin' for a 4x4 with no weight reduction!

 

Jimmy, The Mustang intercooler that came with the GSM kit was nothing more than a huge restriction. I put a new belt on and the boost came back at 12 psi. EGT's are still happy. I maxed out your 55lb injector setup again and we're now tuning with two 48lb auxilary injector backup's.

 

How much fuel pressure are you running and is your fuel pressure boost referenced?I think that raising your fuel pressure would be more easily controlled than adding 2 extra injectors.

 

Dodge trucks are equipped with a dead head fuel system that have a constant 58-60 psi of fuel pressure at all times. With the smaller blower at 8lbs of boost at wot in 3rd, I lost about 4lbs of fuel pressure. I introduced another fuel pump inside the tank. One fuel pump runs the left bank and the other runs the right with a cross over at the fuel rails. After controlling the fuel pressure problems, I went with a larger blower and now run 12lbs of boost. If I went with 60lb injectors, MAP voltage becomes an issue at lower rpms. If HP tuners would come out with something for Dodge trucks, I could get rid of my multiple piggyback systems that I have to use to trick the stock PCM into thinking it's still running a stock engine without throwing any codes or cel's.

 

When you say you are maxing the 55lb injectors,does that mean you are running them at a 100percent duty cycle,that would mean you are making 935 fwhp.55lb injectors @58psi should be good for 748 fwhp at a 80 percent duty cycle and 795 fwhp at a 85 percent duty cycle.That's assuming a boost referenced reguator,if it is not boost referenced you will loose about 10 psi or an amount equal to the boost you are making.With a non boost referenced reguator the supercharger would only see 48psi of fuel pressure and max the injectors at about 850 fwhp or 680 rwhp. How much power are you making?

 

We can't increase duty cycle to the injectors directly so we increase MAP voltage to get more fuel but we are limited to 5V so we don't max(100%) out the duty cycle. We probably are only pushing the injectors to a 80% idc. He is definately making 650+rwhp right now with his setup.

One of these days there will be HemiEdit then we will be able to tune these Hemi's right.

BTW, I get a max of 675 crank hp with a BSFC of .55, 58psi, & 80% idc. The injectors are 612cc at 58 psi(4 bar).