Radix Guys, Please come in
Feb 23, 2005 | 11:34 PM
#21
Originally Posted by j's01silverado
I have decided to go with a 3.25 pulley and an ALKY Control kit. 10 pounds will probably be a problem with the California 91 gas, and I dont want to have to run race gas.
I want to try to make the power by adding timing rather than running more boost. Meth injection will lower the IAT's and allow additional timing.
It's just wierd how people can run 10 pounds and have no problems, and my engine was knocking like crazy. struggling to make 300 rwhp!!!! I made 370rwhp with a 3.6 puley when dynoed at Magnacharger.
All in all, very frustrated. Not at anybody, just at myself for not knowing. I should have done more research and understood boost, but it is quite complicated. I will keep everybody updated.
I want to try to make the power by adding timing rather than running more boost. Meth injection will lower the IAT's and allow additional timing.
It's just wierd how people can run 10 pounds and have no problems, and my engine was knocking like crazy. struggling to make 300 rwhp!!!! I made 370rwhp with a 3.6 puley when dynoed at Magnacharger.
All in all, very frustrated. Not at anybody, just at myself for not knowing. I should have done more research and understood boost, but it is quite complicated. I will keep everybody updated.
wowzers, I'll be lucky to make 370 with my 3.1
Feb 25, 2005 | 10:34 AM
#22
The inlet temps were actually close to 170 on most runs.
What people have to realize here is that 91 octane becomes unstable at a certain point. Yes you should have no problems in theory, but reality is not everyone gets away with it. As a tuner, the car/truck has to leave here safe, not cautious. The thing I noticed was with the smaller pulley, the blower was trying to make enough power that now his fuel system wouldnt keep up. So at the top, the injectors would cut back also. Sometimes I even saw a run or two where his pump just went down. At this point you can tell the setup is unstable. No need for that.
you will make more power on a setup like this with a larger pulley, running a cooler charge and a better amount of timing. The key is motor efficiency. Let me motor breath also without drownding it out.
Tuning boost is not rocket science, anyone can add timing and fuel at the right time. I could sit there all day and say I run more timing....but again I dont feel like buying someone a motor.
Rick
What people have to realize here is that 91 octane becomes unstable at a certain point. Yes you should have no problems in theory, but reality is not everyone gets away with it. As a tuner, the car/truck has to leave here safe, not cautious. The thing I noticed was with the smaller pulley, the blower was trying to make enough power that now his fuel system wouldnt keep up. So at the top, the injectors would cut back also. Sometimes I even saw a run or two where his pump just went down. At this point you can tell the setup is unstable. No need for that.
you will make more power on a setup like this with a larger pulley, running a cooler charge and a better amount of timing. The key is motor efficiency. Let me motor breath also without drownding it out.
Tuning boost is not rocket science, anyone can add timing and fuel at the right time. I could sit there all day and say I run more timing....but again I dont feel like buying someone a motor.
Rick
Feb 25, 2005 | 11:12 AM
#23
Originally Posted by Rick@Synergy
The inlet temps were actually close to 170 on most runs.
What people have to realize here is that 91 octane becomes unstable at a certain point. Yes you should have no problems in theory, but reality is not everyone gets away with it. As a tuner, the car/truck has to leave here safe, not cautious. The thing I noticed was with the smaller pulley, the blower was trying to make enough power that now his fuel system wouldnt keep up. So at the top, the injectors would cut back also. Sometimes I even saw a run or two where his pump just went down. At this point you can tell the setup is unstable. No need for that.
you will make more power on a setup like this with a larger pulley, running a cooler charge and a better amount of timing. The key is motor efficiency. Let me motor breath also without drownding it out.
Tuning boost is not rocket science, anyone can add timing and fuel at the right time. I could sit there all day and say I run more timing....but again I dont feel like buying someone a motor.
Rick
What people have to realize here is that 91 octane becomes unstable at a certain point. Yes you should have no problems in theory, but reality is not everyone gets away with it. As a tuner, the car/truck has to leave here safe, not cautious. The thing I noticed was with the smaller pulley, the blower was trying to make enough power that now his fuel system wouldnt keep up. So at the top, the injectors would cut back also. Sometimes I even saw a run or two where his pump just went down. At this point you can tell the setup is unstable. No need for that.
you will make more power on a setup like this with a larger pulley, running a cooler charge and a better amount of timing. The key is motor efficiency. Let me motor breath also without drownding it out.
Tuning boost is not rocket science, anyone can add timing and fuel at the right time. I could sit there all day and say I run more timing....but again I dont feel like buying someone a motor.
Rick
Feb 25, 2005 | 12:30 PM
#24
If the injectors show to be cutting back, I would think that the MAF is being maxed at that point. Once that happens, you need to start adding fuel other ways to compensate for that. Could that have been the problem?
Feb 25, 2005 | 12:59 PM
#25
Originally Posted by Rick@Synergy
The inlet temps were actually close to 170 on most runs.
What people have to realize here is that 91 octane becomes unstable at a certain point. Yes you should have no problems in theory, but reality is not everyone gets away with it. As a tuner, the car/truck has to leave here safe, not cautious. The thing I noticed was with the smaller pulley, the blower was trying to make enough power that now his fuel system wouldnt keep up. So at the top, the injectors would cut back also. Sometimes I even saw a run or two where his pump just went down. At this point you can tell the setup is unstable. No need for that.
you will make more power on a setup like this with a larger pulley, running a cooler charge and a better amount of timing. The key is motor efficiency. Let me motor breath also without drownding it out.
Tuning boost is not rocket science, anyone can add timing and fuel at the right time. I could sit there all day and say I run more timing....but again I dont feel like buying someone a motor.
Rick
What people have to realize here is that 91 octane becomes unstable at a certain point. Yes you should have no problems in theory, but reality is not everyone gets away with it. As a tuner, the car/truck has to leave here safe, not cautious. The thing I noticed was with the smaller pulley, the blower was trying to make enough power that now his fuel system wouldnt keep up. So at the top, the injectors would cut back also. Sometimes I even saw a run or two where his pump just went down. At this point you can tell the setup is unstable. No need for that.
you will make more power on a setup like this with a larger pulley, running a cooler charge and a better amount of timing. The key is motor efficiency. Let me motor breath also without drownding it out.
Tuning boost is not rocket science, anyone can add timing and fuel at the right time. I could sit there all day and say I run more timing....but again I dont feel like buying someone a motor.
Rick
Feb 25, 2005 | 01:44 PM
#27
Originally Posted by Flyer
If the injectors show to be cutting back, I would think that the MAF is being maxed at that point. Once that happens, you need to start adding fuel other ways to compensate for that. Could that have been the problem?
rick
Feb 25, 2005 | 02:36 PM
#30
12 Second Club
Joined: Sep 2003
Posts: 1,658
Likes: 0
From: Texas
Originally Posted by Rick@Synergy
The inlet temps were actually close to 170 on most runs.
Rick
Rick