Tuned a nice turbo F body
11-09-2011, 08:29 PM
#1
Tuned a nice turbo F body 390 CID, big azz turbo, TH400, stall, Ford 9 inch, ET streets. Not exactly an efficient driveline lol. Had some fuel system issues, and couldn't go any further. This was on 18 lbs., with very conservative timing. It's got a good bit more in it, even at this boost level.
11-09-2011, 08:58 PM
#2
A little lazy on the spool, but paid off nicely on the big end. Typical of a big *** turbo I'm sure. Impressive power for a conservative tune. Well done Ed.
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
11-10-2011, 11:34 AM
#3
It looks lazier than it is. I'll try to get the graph with time as the X axis. I think the converter made it look like that. It flashed pretty quick and then pulled hard.
Guess it's just a run of the mill 900 rwhp turbo car. Woulda thunk it would get more replies than just one LOL
11-10-2011, 12:34 PM
#4
Teching In
Join Date: Feb 2007
Location: Charleston, SC
Posts: 34
Likes: 0
Received 0 Likes
on
0 Posts
Got a man here local that has a similar set-up on E-85 and he says the 2-step takes care of the lag that the dyno highlights. Can't argue with the power and the times it runs. Also, making around 800 whp on E85 and stock LQ4 bottom end.
It amazes me what these motors will handle with the right conditions.
It amazes me what these motors will handle with the right conditions.
11-10-2011, 12:45 PM
#5
Very impressive Ed. So what constitutes 'conservative' timing? 13 degrees, 14 degrees? I've recently dabbled into the forced induction realm and would like the shortblock to survive for a little while so I've set my afr at 10.8:1 and timing at 13-14 degrees and am quite happy with the power and have zero knock. I still need to work a little on my ve table because it is going way rich when I first get into boost, but I'd rather that than the opposite.
Trending Topics
11-10-2011, 02:23 PM
#8
A 50/50 mix of pump and C16. Probably could do it on pump no problem.
No pics, but I'm waiting on a couple vids. When I get them I will post them up.
On the timing. It's about 9.4:1 compression (so I'm told) and the timing is at 16 degrees on the 18 psi setting. No signs of detonation on the plugs. Could probably bump it a couple degrees on the mix.
No pics, but I'm waiting on a couple vids. When I get them I will post them up.
On the timing. It's about 9.4:1 compression (so I'm told) and the timing is at 16 degrees on the 18 psi setting. No signs of detonation on the plugs. Could probably bump it a couple degrees on the mix.
11-10-2011, 02:25 PM
#9
Very impressive Ed. So what constitutes 'conservative' timing? 13 degrees, 14 degrees? I've recently dabbled into the forced induction realm and would like the shortblock to survive for a little while so I've set my afr at 10.8:1 and timing at 13-14 degrees and am quite happy with the power and have zero knock. I still need to work a little on my ve table because it is going way rich when I first get into boost, but I'd rather that than the opposite.
11-11-2011, 06:29 AM
#12
I'd rather it error on the side of being a little too rich than too lean, I could stand to pull some fuel though because I noticed that upon the bypass valve closing, and the enrichment kicks it, I dip to low 10s fueling, then it returns back up to 10.7-11.0.
Sorry about the thread hijack Ed. Congrats again on the nice setup. I was amazed at how well you were able to help me just over a few emails, I can only imagine the skill and precision of your tuning when you're hands on.
11-11-2011, 08:28 AM
#14
Yup what he said, The problem with "Stock blocks" is the ring gap, that will kill the motor (Or rings) every time you get aggressive on boost. As you know a motor built for boost has wider ring gaps and on a stock gap the ends of the rings will eventually butt ends destroying the rings and pistons, also running rich can cause problems too, I also run app mid 11's on A/F, as much as 11.8 on mild boost..
