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Hi, Ran my car at the track the other night after sitting for a fair while, managed 10.2 @ 133mph, leaving on only 2 psi boost, didn't bother trying to really spool it up on the 2 step. I had pretty serious boost control issues for the run.
1.59 60ft,
107mph 1/8th.
10.2 @ 134mph
While tuning on the street I tried to dial it up to 17 psi boost on the e-boost to see how the tune is as it usually sits on 12-13psi but traction is a real problem in any gear. During the track run boost was swinging from 17 down to 11 then back up to 17 and so on.
Haven't really optimized the combo by any means as its just a rig I am learning to tune with and cruise with the family. I believe the boost issue is related to the way the e-boost is plumbed and the 8psi springs in the gates but not sure. Timing, Fuel pressure, Injector duty cycle all moved with the boost fluctuations as they should so I will have to go over the combo and maybe set up the eboost the 2 port method to eliminate that first.
WB Holden Stato
408 forged 6l ally stroker,
very mild cam. can't remember the specs
Gt55 with the smaller front wheel, 88mm 100mm intercooler Flipped manifolds and 2.5 xover. Twin 38mm gates.
turbo 400, 3000rpm slingshot stall (originally spec'd for my 5.7 vortech blown ls1)
9" diff 3.25 ratio detroit locker centre.
Race weight was around 4100lb with me in it, full tank of fuel, full interior.
running a 26x10 slick.
Tune is pretty soft, 11 A/F and 13deg at the 17 psi boost. using pump fuel only. Driven an hour each way to and from the track.
I know its not fully optimized yet, I am tuning it myself with efi live and am creeping up on it. Any thoughts or advice?
I have been running the basic single port config so far. I was going to change the noid config to the same as the image that you posted above. I have never really wound this combo up before so the control issue hasn't been evident at lower boost levels.
Last edited by StatoJase; Dec 22, 2018 at 03:43 PM.
Reason: added
you'll probably have to reestablish your gate opening psi when you change the plumbing, so turn your duty cycle down by half or more until you figure out where full boost is.
also it'll be helpful to get a fine resolution air regulator...like for a HVLP paint gun and a digital pressure gauge. they make combo ones pretty cheap now. use it to really figure out what pressure your gate cracks and when it's full open. those numbers will help you set up the eboost 2 a lot easier.
although you'll still have to enter 50 something data points with 4 buttons YAY!
Thanks for the advice. I will make sure I back the e-boost off so I can creep up on the boost again once changed the plumbing. I am pretty optimistic that this is my problem so I will report back once I get the results.
get onto a decent dyno, spend the money to hire it and tune there. that way you can monitor all data and creep up on the boost steady and see how it responds
get onto a decent dyno, spend the money to hire it and tune there. that way you can monitor all data and creep up on the boost steady and see how it responds
Yeah I agree its a pretty big combo, in a pretty heavy car. It has been parked up for a while and decided to give it a shakedown and dial the boost up a bit as I have just let it sit on low boost and never really pushed it.
Seems a waste to not get the 55 in its efficiency range and make some real power. I have gotten the tune in the ball park now and have reached the limits of tuning on the street.
Will hit the dyno once I sort a few things out including the eboost plumbing. Not sure what sort of power this thing will make once it holds the 18psi? Any ideas on what these things make?
Injector duty cycle will probably be the next limiting factor for me I think.
Last edited by StatoJase; Dec 29, 2018 at 05:27 PM.
I hope that thing is pretty low compression. power would really depend on compression ratio being on 98.
80lb squirts would be damn near out of puff by 750-800rwhp on pump fuel. anything more than that would see them beyond 85% DC. Twin 044 would be out by about 950rwhp on pump and 750rwhp on E85 in a turbo LS.
treat yourself mate. put a fuel system in it and put it on E85. it'll come alive!!! a 400 cube with single 55 on E85 would make easy 1000rwhp at around 18psi.
The motor was built for boost with lower comp. But not in the 8s for comp.
E85 seems to yield way better results no doubt. The reason I have not gone to E85 yet is that it is not readily available where I am and the idea of filling up from drums takes away the street car vibe for me.
So the injectors will definitely be my ceiling then, I probably won't change them to chase more power at this stage. Interesting to see what I can yield from the combo as is. 800-850 and I will be happy.
E85 would be great one day though, What components would make up a stout e85 system for this combo to hit that 1000rwhp?
given you're saying it took 13 degrees at 17psi it must be low 9's for comp.
E85 is the nectar or good for boosted combos. you cant explain what it does to someone accurately unless you do it to their car. it is literally THAT good. for a drag car E85 isn't a bad thing. just store it in drums on blocks of wood and it keeps for quite a while. use the additive and fuel system maintenance is no more than pump. for a street car it can be more painful if its not available locally.
for sure 80# squirts will be your limit with a 55 and 400 cubes!! that's an awful lot of air there to need enough fuel. I cant see why if you're not maxed on inj DC at 17psi on 98 that it wont go somewhere near 800rwhp at that.
E85 needs big injectors and big pump, and the lines to flow that volume.
your combo would want 1700-2000cc injectors which would support up to 1100rwhp on E85.
a couple of options with pump set up. you can use a triple submersible pump cradle in a cell or the main tank. something like triple 460 walbro pumps with 2 full time and 1 triggered by switch off boost signal. only down side to this is if one pump dies, you wont know and it will lean out and likely torch your engine. I've seen this personally on a customers car. with the factory ECU you cant build in and safety features to protect the engine in that event. the other option is one big external pump. like a magna fuel pro tuner 750. if you have pump issues with a single pump system the engine simply gets 0 fuel and wont run, unlike with the triple pump and one failing.
single -10 feed and -8 return is ample with a quality fuel reg
The motor was built for boost with lower comp. But not in the 8s for comp.
E85 seems to yield way better results no doubt. The reason I have not gone to E85 yet is that it is not readily available where I am and the idea of filling up from drums takes away the street car vibe for me.
So the injectors will definitely be my ceiling then, I probably won't change them to chase more power at this stage. Interesting to see what I can yield from the combo as is. 800-850 and I will be happy.
E85 would be great one day though, What components would make up a stout e85 system for this combo to hit that 1000rwhp?
yeah it would be around the 9.5 comp. No knock or anything detected at that 13 deg timing, and tuning it on the street I hadn't added timing to until the gains stopped.
IDC is getting up there, guess I need to just hit the dyno, clean the tune and see what it has got.
When converting to E85 how different is the tune? I haven't really seen much info on this when converting over from pump to e85.
I know you will be able to run more timing and you use a lot more E85 than pump fuel so will the VE still be in a reasonable state to fire it up and drive considering there are larger injectors fitted also? Probably not that lucky to jag it like that eh? and injector size will change that too.
or is there a % I should increase the VE by to start off with? Just interested in the basic things people notice comparing e85 to pump when they convert over since I will be tuning it myself? What has to change to get me fired up after the fuel swap Given the fact that I am running the 02 PCM so no flex or anything.
if your tune is on point all you have to change is update the IFR data if changing injectors or leave it as is if you're not and then change stoich ratio from 14.7 to 9.8. if you're VE table and SD calibration is correct it will run spot on like that. adding 30% to the VE table is the wrong way to do it as it'll upset the airflow algorithm with larger VE values.
once your fueling is confirmed as right, maybe after a VE table touch up you can start adding boost and timing
Ok, Bit of an update on my Combo, Finally got some time to play with the setup, Re-plumbed the Boost controller hosing as discussed above, reset e-boost to zero and crept up on boost while cleaning up my tune as I went.
Got up to the 17- 18psi boost without the big swings I witnessed last time which is a big win. Timing up top was around the 13 or 14 still, Target AFR is set at 11.5 but still quite rich up the top end of the run with a bit of boost drop off which I'm thinking is the pod filter and the full exhaust that may be killing the top end a bit.
Managed 773rwhp and 773rwtq which I was quite impressed with, close to the 800 I was expecting. Haven't been down the track again yet and my laptop went flat before I could go any further with the tune. (Forgot the cable)
What are peoples thoughts on the Boost slightly dropping off and going rich up the top end?
Everything still looks happy, I know my injector is the ceiling for me, I'll probably remove the pod and run it as is see what happens on the dyno, hopefully reach the 800 then I'll leave it for now. No intention to run E85 at this stage.
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