C16 in fuel cell=WAY rich.
05-23-2005, 08:24 PM
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C16 in fuel cell=WAY rich. Hey guys,
I finished up the stand alone fuel system and put C16 in the cell. I went out and did a test run, logged it w/ my F.A.S.T ecu and it's WAY richer now w/ the C16 in there. Right now I spraying 100hp (52 n20 jet, 31 fuel jet) and the air/fuel ratio gets down to 10.2:1 where it use to be at 11.6:1 on 93 octance.
What do you guys think? Should I go down in fuel pressure (currently at 45psi) or put in smaller fuel jets.
I finished up the stand alone fuel system and put C16 in the cell. I went out and did a test run, logged it w/ my F.A.S.T ecu and it's WAY richer now w/ the C16 in there. Right now I spraying 100hp (52 n20 jet, 31 fuel jet) and the air/fuel ratio gets down to 10.2:1 where it use to be at 11.6:1 on 93 octance.
What do you guys think? Should I go down in fuel pressure (currently at 45psi) or put in smaller fuel jets.
05-23-2005, 08:49 PM
#2
To keep things consistent, I think you'd be better off swapping jets than raising or lowering fuel pressure. Always try to keep that constant as you tune.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
05-24-2005, 10:00 AM
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Originally Posted by foxspy
Hey guys,
I finished up the stand alone fuel system and put C16 in the cell. I went out and did a test run, logged it w/ my F.A.S.T ecu and it's WAY richer now w/ the C16 in there. Right now I spraying 100hp (52 n20 jet, 31 fuel jet) and the air/fuel ratio gets down to 10.2:1 where it use to be at 11.6:1 on 93 octance.
What do you guys think? Should I go down in fuel pressure (currently at 45psi) or put in smaller fuel jets.
I finished up the stand alone fuel system and put C16 in the cell. I went out and did a test run, logged it w/ my F.A.S.T ecu and it's WAY richer now w/ the C16 in there. Right now I spraying 100hp (52 n20 jet, 31 fuel jet) and the air/fuel ratio gets down to 10.2:1 where it use to be at 11.6:1 on 93 octance.
What do you guys think? Should I go down in fuel pressure (currently at 45psi) or put in smaller fuel jets.
Ricky
05-24-2005, 10:09 AM
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Would have to agree on ajusting the fuel pressure. Changing the fuel jet can (not always) change the A/F more than you might want to. Adjusting fuel pressure gives you smaller incremental changes.
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05-24-2005, 03:34 PM
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I probably don't. I just need something to support 700rwhp/900rwtq.
A couple of guys at NX recondmended C16 and I figured I could run a tad more timing and/or a little leaner and make more power.
A couple of guys at NX recondmended C16 and I figured I could run a tad more timing and/or a little leaner and make more power.
05-24-2005, 04:21 PM
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Originally Posted by NXRICKY
Why I hardly ever agree with anyone. lol 
Ricky
Ricky
For real though, not everyone has the same thoughts on tuning a vehicle.
05-24-2005, 09:28 PM
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Originally Posted by next
Do you think you'll be changing your O2s on a regular basis or does it not hurt just being the DP fuel?
05-25-2005, 09:28 AM
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Originally Posted by NXJeremy
Ain't that the truth! lol
For real though, not everyone has the same thoughts on tuning a vehicle.
For real though, not everyone has the same thoughts on tuning a vehicle.
