LQ9 6.0L PT88 w/ Truck Manifolds in an FBody Build w/ Pics
05-02-2009, 09:48 PM
#222
http://s115.photobucket.com/albums/n...BIRVids032.flv
05-03-2009, 11:34 AM
#224
My current fuel system is inadequate to support my current needs. I have already purchased the Aeromotive Boost Ref Fuel Pressure regulator and the MagnaFuel 4301 inline pump. My original plan was to sump the tank and toss out the walbro 255 and stock regulator setup. The more I think about it, the less I want my tank sumped. For some reason, I have a major hang-up about dropping the tank and welding on it. I am thinking of doing this instead. Your thoughts and any pitfalls that I may run into would be appreciated. Thanks.
05-03-2009, 12:13 PM
#226
It doesn't have to feed the magnafuel, it's just filling up the sump tank. I was planning on atleast 3 gallons. Maybe 5. My gas mileage isnt great but I dont see me using more than a gallon to make a 1/4 mile pass. The rest of the time, the 255 pump should maintain the sump tank full I would think.
05-03-2009, 03:28 PM
#227
It doesn't have to feed the magnafuel, it's just filling up the sump tank. I was planning on atleast 3 gallons. Maybe 5. My gas mileage isnt great but I dont see me using more than a gallon to make a 1/4 mile pass. The rest of the time, the 255 pump should maintain the sump tank full I would think.
05-03-2009, 07:21 PM
#228
Im not sure why you are against sumping the stock tank? Ive always used the K.I.S.S. addage and its worked for me. The whole sump tank idea is overly complex not to mention it adds unecescary weight.
05-03-2009, 09:38 PM
#230
I think you need 3 to run high 8's which is where I am trying to get to eventually with this turbo.
I couldn't agree with you more. I have used that approach to everything so far. To be perfectly honest, the only reason that I was considering going thru all of that was because I was trying to avoid the down time of getting the tank sumped (3-4 days). I really hate driving the beater.
Since posting this, another option has presented itself. My friend that is going to do the welding (same guy that did my TIG welding), just so happens to have bought a 98 Z28 as a project car that isn't on the road. We are going to drop the tank out of that one tomorrow night, air it out overnight, weld a couple of -12 AN fittings in the appropriate locations and then do the fuel system on the following night. Then it's just a tank swap. Worst case scenerio, I'm down for one day (for some bullshit fitting or something) and retuning for the new fuel system by Friday.
Since posting this, another option has presented itself. My friend that is going to do the welding (same guy that did my TIG welding), just so happens to have bought a 98 Z28 as a project car that isn't on the road. We are going to drop the tank out of that one tomorrow night, air it out overnight, weld a couple of -12 AN fittings in the appropriate locations and then do the fuel system on the following night. Then it's just a tank swap. Worst case scenerio, I'm down for one day (for some bullshit fitting or something) and retuning for the new fuel system by Friday.
05-04-2009, 08:10 PM
#231
I couldn't agree with you more. I have used that approach to everything so far. To be perfectly honest, the only reason that I was considering going thru all of that was because I was trying to avoid the down time of getting the tank sumped (3-4 days). I really hate driving the beater.
Since posting this, another option has presented itself. My friend that is going to do the welding (same guy that did my TIG welding), just so happens to have bought a 98 Z28 as a project car that isn't on the road. We are going to drop the tank out of that one tomorrow night, air it out overnight, weld a couple of -12 AN fittings in the appropriate locations and then do the fuel system on the following night. Then it's just a tank swap. Worst case scenerio, I'm down for one day (for some bullshit fitting or something) and retuning for the new fuel system by Friday.
Since posting this, another option has presented itself. My friend that is going to do the welding (same guy that did my TIG welding), just so happens to have bought a 98 Z28 as a project car that isn't on the road. We are going to drop the tank out of that one tomorrow night, air it out overnight, weld a couple of -12 AN fittings in the appropriate locations and then do the fuel system on the following night. Then it's just a tank swap. Worst case scenerio, I'm down for one day (for some bullshit fitting or something) and retuning for the new fuel system by Friday.
05-06-2009, 10:57 PM
#234
Fuel System is in. It really changed the fuel curve alot. I didn't do any logging yet but I was watching the wideband. For the moment, I set the fuel pressure to 58psi and left the boost ref disconnected. Basically the same pressure as before. Car was issues starting and I had to give it a little throttle. Got it running and AFR was at 10.9. I started dropping the pressure and the car kept running better. Ended up dropping it to 30 psi to get idle to 14.7 and purring like a kitten. As soon as I started driving, AFR went up into the low 16's. I'll have to spend some more time tuning in the next couple of days. I have to get the pressure up to atleast 50 psi.
Only got a couple of pictures. Off the end of the black filter there is a 90* elbow and the line follows the frame to the front. I'll get some pictures of the front tomorrow.
The pump is mounted to the well. The bung in the bottom of the tank is obscured by the prefilter.
Only got a couple of pictures. Off the end of the black filter there is a 90* elbow and the line follows the frame to the front. I'll get some pictures of the front tomorrow.
The pump is mounted to the well. The bung in the bottom of the tank is obscured by the prefilter.
05-07-2009, 04:12 PM
#237
Yeah, I was just trying to get the car home last night. Today I plumbed in the boost reference and am getting the signal from the intake. I set it at 58-59 psi. Set the IFR table to a flat 96.5 across the board for the 80# injectors. Gonna start tuning now.
05-08-2009, 05:57 AM
#240
Done
No. I just had a male AN fitting welded in bottom center. The tank is pretty well partitioned out in there.
Took the car back to the track Friday night to do some tuning after the new fuel system. Fuel curve pretty much wants to look flat as the additional pressure provided by the boost reference seems to handle the additional fuel demands at the higher KPA. It was hot and humid out and my converter was about to catch fire from hot lapping it. I ended up running a best of 10.15 @ 135 with a 1.51 60'. The car left good but the converter wass just too sloppy at 220*. It's way too loose anyways. I really need to ship it off to Greg @ FTI to get it restalled. The good news is that after spending most of the night leaning it out, I finally got it down into the 11.0-11.2:1 AFR range (still rich, I know) and the injector duty cycle is now down to 74% (from 130+%).
No. I just had a male AN fitting welded in bottom center. The tank is pretty well partitioned out in there.
Took the car back to the track Friday night to do some tuning after the new fuel system. Fuel curve pretty much wants to look flat as the additional pressure provided by the boost reference seems to handle the additional fuel demands at the higher KPA. It was hot and humid out and my converter was about to catch fire from hot lapping it. I ended up running a best of 10.15 @ 135 with a 1.51 60'. The car left good but the converter wass just too sloppy at 220*. It's way too loose anyways. I really need to ship it off to Greg @ FTI to get it restalled. The good news is that after spending most of the night leaning it out, I finally got it down into the 11.0-11.2:1 AFR range (still rich, I know) and the injector duty cycle is now down to 74% (from 130+%).