Multiple questions about my setup, any input appreciated
 

#1 I finally got my fuel rails, lines and regulator up and running and preliminarily it looks like I may not able to return enough fuel to the tank through the stock return line (I let off gas pedal while driving, AFR goes into 12s). I haven't tried tuning yet to see if it's a tuning issue, but I will check that tomorrow or the day after. I was able to turn down the fuel pressure at idle to 58 psi (at 1 atm) without issue. With the intake line hooked up, it seems to idle around 48 psi. If I can control the pressure at idle does that mean the return line is adequately sized?

#2) My turbo is 75 mm compressor and 74 mm turbine. 1.0 AR T4 with 4" exhaust to bumper. Based on my time in sig and raceweight estimated of 5k, is this turbo enough to put me in the 10s on a good pass? How much potential HP is there if I hack off the exhaust and just run an open downpipe?

#3) I've previously ran my track passes on 315/60 drag radials, which are 29.5 tall installed. I need to get some 15" wheels in 6 lug, and I'm wondering if I would actually be faster with 28" tires if they can hook as well. Gears 4.11. When I crossed the traps last time at 125.9 my rpm was 6413. Some calculations show my converter is slipping a lot (like 25%) which I want to confirm and need to see what parameters to log on EFI live. I have the capability to lock the converter in 3rd gear and my trans is built to handle that if needed.

#4) Assuming good fuel delivery (I have 2 walbro 450 pumps going thru the stock 3/8 feed and filter and then into the rails and then into the external regulator), approximately how much power can my 1000cc injectors support on E85 with a base pressure of 4 bar? The flow rate is 114 lb/hr @ 4 bar.

Do you have both pumps running all the time?

25% converter slip is terrible, who makes the converter? Are you sure its 25% Mine is like 4.2% on top end.

No, the second pump is activated by my boost controller at 3 psi

The converter is circle D 258 3 disk. It's supposed to be a 2B. I still should have a free restall but I really don't want to have to pull the converter if I don't need to in order to get 10s.

I would think that stock fuel filter is a restriction when both pumps are running.

I had the 2B in my old 6.0/S475 ECSB for all of an hour. Put the trans in, filled it with fluid, test drove it maybe 3 miles...then proceeded to park it and let it cool back down so I could pull the trans right back out. I could see 25% slip with that converter. Felt that bad under part throttle :lol:

That is yet to be determined. Now that I have the stock regulator out of the picture with direct flow to the rails (and new regulator post rails) I need to take it out and test WOT to see if I have good fueling. With the stock stuff in play, there was severe starvation on the top end. I kept the stock lines 1) to save cost 2) to see if it could work - there is a large pressure drop with the stock feed versus -8 aftermarket, but the pumps should be able to overcome that in theory 3) Allows me to go back to stock easily

Crud. What did you switch to?

To be perfectly honest, my old PT3600 (single disk) felt better to me than this 2B. But I wanted to go with CircleD because they're local - easier to deal with in case of issues.

I pulled it out and had it restalled to a 1A. Drove that around for maybe a week or so. It was still too loose for my taste so I sent it back to Chris for him to do some custom tweaks to tighten it up. He said it would bring the stall rating down to the 2200-2400 range. Around 15psi of boost the 6.0 just blew right through it....so I yanked it out again and went with...Yank. I wouldn't consider running any other converter now. I had a Yank before the Circle D but yeah, decided to give their stuff a try. Three converters and I was done with Circle D.

I think that's what's happening at the track. I think I'm turning my power into a furnace.