Build thread: 87 Notch Mustang - Ai 416ci LS3, PG, E85
03-25-2012, 12:42 PM
#123
Quick update from the track yesterday. Put in some larger jets and recorded my one and only full run with my new wideband. Found out the car is super lean (even with my largest jets installed) at above 6500rpm.
Here is a video of my run and you can hear it breaking up from going lean right before the shift and then all of second gear.
New best on a terrible 60ft:
1.378 60ft
3.950 330'
6.16 @ 111.90mph
DA: +2500ft
http://www.youtube.com/watch?v=HgFN8GfV0lA
Graph from my run:
*Note the first peak in RPM is my shift at 7400rpm. Also, ignore the MAP readings as they are not scaled correctly in that picture.
Here is a video of my run and you can hear it breaking up from going lean right before the shift and then all of second gear.
New best on a terrible 60ft:
1.378 60ft
3.950 330'
6.16 @ 111.90mph
DA: +2500ft
http://www.youtube.com/watch?v=HgFN8GfV0lA
Graph from my run:
*Note the first peak in RPM is my shift at 7400rpm. Also, ignore the MAP readings as they are not scaled correctly in that picture.
Last edited by Tireburnin; 03-25-2012 at 01:10 PM.
03-25-2012, 01:05 PM
#125
ProSystems has been telling me to run a boost/vacuum referenced regulator for E85, but Magnafuel has been telling me it isn't necessary. At this point, I will pick one up and try it because I went 14:1-15.5:1 AFR through all of second gear. Even first gear was an average of 13-13.5:1 AFR. With E85, peak power is made at 11.5-12:1.
My timing is still low on the ground strap, but when we regapped the spark plugs and put my largest jets in the carb it broke up even worse than you see in the video (I also forgot to start the recorder on that run).
03-25-2012, 08:30 PM
#127
My timing is currently at 30 degrees max. On the dyno it made max power at 32deg on race fuel, but I haven't messed with the timing yet. On the NGK-8 plugs the timing mark is just before the turn in the strap of the plug. It may be able to hold a bit more timing with the E85, but I need the AFR under control first.
03-30-2012, 08:59 AM
#128
After talking to ProSystems and a few other carb companies, they all agree that I need to make a switch to a dominator (or SV1). They gave me a few ideas/fixes that may help get it down the track, but everyone agreed that even if I could get the AFR under control that I would be leaving a few 1/10s on the table compared to a dominator.
I hate spending money twice!
I hate spending money twice!
03-30-2012, 10:19 AM
#130
The 4150 flange is a problem because the intake to support a dominator by Mast is like $1700! They make some conversion spacers which appear to be a much cheaper option ($130). Either way, the change is a shitty option.
The cost to go back to EFI at this point would be prohibitive too. I have so much tied up into my fuel system that it would be prohibitive even though I could sell some of that off.
What were the problems with the SV1? I've heard a few people have seen great results. DMizzle has had good luck with his for example. An SV1 would also work without a spacer because it bolts to a 4150 flange.
04-28-2012, 03:33 AM
#131
TECH Resident
Yeah, I called Horsepower Innovations and they recommended a dominator too. Everyone said a few things might help, but also that a 4150 wasn't a great match and would require band-aide fixes.
The 4150 flange is a problem because the intake to support a dominator by Mast is like $1700! They make some conversion spacers which appear to be a much cheaper option ($130). Either way, the change is a shitty option.
The cost to go back to EFI at this point would be prohibitive too. I have so much tied up into my fuel system that it would be prohibitive even though I could sell some of that off.
What were the problems with the SV1? I've heard a few people have seen great results. DMizzle has had good luck with his for example. An SV1 would also work without a spacer because it bolts to a 4150 flange.
The 4150 flange is a problem because the intake to support a dominator by Mast is like $1700! They make some conversion spacers which appear to be a much cheaper option ($130). Either way, the change is a shitty option.
The cost to go back to EFI at this point would be prohibitive too. I have so much tied up into my fuel system that it would be prohibitive even though I could sell some of that off.
What were the problems with the SV1? I've heard a few people have seen great results. DMizzle has had good luck with his for example. An SV1 would also work without a spacer because it bolts to a 4150 flange.
04-28-2012, 10:57 AM
#132
SV1s are a mixed bag. Some people ran personal bests with them others had tons of problems. It would have to basically be 100% to your combination. The SV1s flow more air moreso than flow more fuel than your current carb so your problem may be on the fuel side if youre going lean in high gear.
I've heard the same thing about the SV1s. It just seemed like a good compromise considering the intake manifold.
If my problem is fuel delivery and not the carb, then I don't know how to fix it. I have a Magnafuel 500 pump and regulator. The pump is wired on a dual relay setup. I have an alternator on the car and never drop below 13.0v. I also bumped the fuel pressure on the pump side. The carb sees 7psi and is fed by 10an (12an to the pump and an 8an return to the tank). The carb had 103 jets (square w/o a powervalve) and still went super lean.
I'm at a loss with these issues...
02-20-2014, 10:18 AM
#139
TECH Resident
Hell yea. I dont know how you do that shutdown at Barona. Ive seen a lot of cars have trouble getting stopped in time there. Shoot me a PM when youre going out again Id like to come watch.