air fuel ratio on turbo camaro
09-05-2008, 09:39 PM
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air fuel ratio on turbo camaro i just bought a camaro with a forged 347 and sts 61mm turbo. i am curious to know what kind of air fuel is safe. is the lower number rich and high number lean or other way around. Confused, please help. i dont want to blow up my baby.
09-06-2008, 09:53 PM
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I thought I was a puss when tuning 
Seriously, I ran a 11.1 to 0 AFR on my STS. The "ideal" FR for FI is 11.5-11.6 to 1. In my opinion that doesn't leave any room for "error". Anything in the 11.0 +/-1 range is good. Mid-10's and below will lead to stuttering at times when transitioning to WOT. Fuel burns from a ratio of 8 to 1 to 24 to 1 AFR. Even in the low 10 range, the rich condition can cause the spark to "go out", which leads to a miss and surge condition that can almost be mistaken for a misfire. The only difference is a stutter from being too rich won't blow the engine up.
Another thing to keep in mind concerning AFR is how much timing you're throwing at the car. I was pretty aggressive on my tune and ran 20 degrees total WOT advance. Running above a 11.1 to 0 ratio I would have needed to dumb the timing down to 16 degrees or so. Added fuel allows for added timing w/out causing knock (within reason). So, AFR is important, but need to remember that timing and AFR are inter-related.
Now that I read all this....a simple answer is 11.0 to 1 AFR. You'll be good with that
Seriously, I ran a 11.1 to 0 AFR on my STS. The "ideal" FR for FI is 11.5-11.6 to 1. In my opinion that doesn't leave any room for "error". Anything in the 11.0 +/-1 range is good. Mid-10's and below will lead to stuttering at times when transitioning to WOT. Fuel burns from a ratio of 8 to 1 to 24 to 1 AFR. Even in the low 10 range, the rich condition can cause the spark to "go out", which leads to a miss and surge condition that can almost be mistaken for a misfire. The only difference is a stutter from being too rich won't blow the engine up.
Another thing to keep in mind concerning AFR is how much timing you're throwing at the car. I was pretty aggressive on my tune and ran 20 degrees total WOT advance. Running above a 11.1 to 0 ratio I would have needed to dumb the timing down to 16 degrees or so. Added fuel allows for added timing w/out causing knock (within reason). So, AFR is important, but need to remember that timing and AFR are inter-related.
Now that I read all this....a simple answer is 11.0 to 1 AFR. You'll be good with that
09-07-2008, 12:24 AM
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hey thanks guys. i was worried that i might blow up my motor if i wasnt careful but it is running about 10.0 to 1 afr so i guess i am safe. what should that make me at 10psi?
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09-07-2008, 05:10 PM
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My air to fuel ratio though the pull and HP / TQ are here:
http://home.att.net/~Scott.Harroff/TT.jpg
http://home.att.net/~Scott.Harroff/TT.jpg
09-07-2008, 05:14 PM
#13
My air to fuel ratio though the pull and HP / TQ are here:
http://home.att.net/~Scott.Harroff/TT.jpg
http://home.att.net/~Scott.Harroff/TT.jpg
09-07-2008, 05:26 PM
#14
I thought I was a puss when tuning
Seriously, I ran a 11.1 to 0 AFR on my STS. The "ideal" FR for FI is 11.5-11.6 to 1. In my opinion that doesn't leave any room for "error". Anything in the 11.0 +/-1 range is good. Mid-10's and below will lead to stuttering at times when transitioning to WOT. Fuel burns from a ratio of 8 to 1 to 24 to 1 AFR. Even in the low 10 range, the rich condition can cause the spark to "go out", which leads to a miss and surge condition that can almost be mistaken for a misfire. The only difference is a stutter from being too rich won't blow the engine up.
Another thing to keep in mind concerning AFR is how much timing you're throwing at the car. I was pretty aggressive on my tune and ran 20 degrees total WOT advance. Running above a 11.1 to 0 ratio I would have needed to dumb the timing down to 16 degrees or so. Added fuel allows for added timing w/out causing knock (within reason). So, AFR is important, but need to remember that timing and AFR are inter-related.
Now that I read all this....a simple answer is 11.0 to 1 AFR. You'll be good with that
Seriously, I ran a 11.1 to 0 AFR on my STS. The "ideal" FR for FI is 11.5-11.6 to 1. In my opinion that doesn't leave any room for "error". Anything in the 11.0 +/-1 range is good. Mid-10's and below will lead to stuttering at times when transitioning to WOT. Fuel burns from a ratio of 8 to 1 to 24 to 1 AFR. Even in the low 10 range, the rich condition can cause the spark to "go out", which leads to a miss and surge condition that can almost be mistaken for a misfire. The only difference is a stutter from being too rich won't blow the engine up.
Another thing to keep in mind concerning AFR is how much timing you're throwing at the car. I was pretty aggressive on my tune and ran 20 degrees total WOT advance. Running above a 11.1 to 0 ratio I would have needed to dumb the timing down to 16 degrees or so. Added fuel allows for added timing w/out causing knock (within reason). So, AFR is important, but need to remember that timing and AFR are inter-related.
Now that I read all this....a simple answer is 11.0 to 1 AFR. You'll be good with that
HAHAHA! Yeah im a puss but the car has way more in it
Im doing the texas mile soon thats why i keep a low afr and meth at 14 psi and 20 degrees of timing on speed density hell the car drives like its stock vs the maf. I like the added fuel to keep things togather and boost builds smoothly and it pulls like a horse on red bull and caine! but to the poster 11,1 is fine also
09-07-2008, 05:38 PM
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I'm an old timer whose signature has been lost several times due to board reloads over time but here are some basics on the motor:
360 inch forged motor, balanced and blueprinted by Agostino Racing Engines (out of business)
stage II heads ported / polished / decked / with valve job by Agotino Racing Engines
Garett 35 twin turbos at 9psi boost
Stock MAF
LS6 intake
dual walbro 255' in tank with 8AN feed and 6AN return
summit fuel rail
56 lb/hr injectors running at 66psi
borla exhaust
I just showed up recently as I'm getting a trans built and am thinking about going twin turbo on a 408 or larger in 2009.
360 inch forged motor, balanced and blueprinted by Agostino Racing Engines (out of business)
stage II heads ported / polished / decked / with valve job by Agotino Racing Engines
Garett 35 twin turbos at 9psi boost
Stock MAF
LS6 intake
dual walbro 255' in tank with 8AN feed and 6AN return
summit fuel rail
56 lb/hr injectors running at 66psi
borla exhaust
I just showed up recently as I'm getting a trans built and am thinking about going twin turbo on a 408 or larger in 2009.
Last edited by scott h; 09-07-2008 at 05:52 PM.
09-07-2008, 05:50 PM
#16
I'm an old timer whose signature has been lost several times due to board reloads over time but here are some basics on the motor:
360 inch motor, balanced and blueprinted by Agostino Racing Engines (out of business)
stage II heads ported / polished / decked / with valve job by Agotino Racing Engines
Garett 35 twin turbos at 9psi boost
Stock MAF
LS6 intake
dual walbro 255' in tank with 8AN feed and 6AN return
summit fuel rail
56 lb/hr injectors running at 66psi
borla exhaust
I just showed up recently as I'm getting a trans built and am thinking about going twin turbo on a 408 or larger in 2009.
360 inch motor, balanced and blueprinted by Agostino Racing Engines (out of business)
stage II heads ported / polished / decked / with valve job by Agotino Racing Engines
Garett 35 twin turbos at 9psi boost
Stock MAF
LS6 intake
dual walbro 255' in tank with 8AN feed and 6AN return
summit fuel rail
56 lb/hr injectors running at 66psi
borla exhaust
I just showed up recently as I'm getting a trans built and am thinking about going twin turbo on a 408 or larger in 2009.
09-07-2008, 06:13 PM
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