also, i've seen fittings have much smaller orifices than the hose or what they really should be.
whats the voltage under wot and load?
are you getting oil in the intake from the turbo? that can cause detonation.


just some thoughts

 

yes...several times...they all also have been flowed and are near identical

 

fuel system is well built...also no oil from turbo

 

We are now just going to add additional fueling progressively at the upper boost levels...to number 7...as well as a tad to 5 and 3

 

Data logging the fp?
"The plugs looked fine, through all the dyno pulls".
This^^, but eats itself on the track. We dealt w/ this on a turbo Buick. Turned out the accel g forces were messing with the pump pick up.

 

He’s running a stock location fuel-cell made by nasty Nate performance. Along with the high dollar Weldon fuel pump. I believe the feed line is Dash 12 or – 10 to the pump and then – eight feed to the motor. He’s about ready just to switch over to E 85 to keep the motor cooler.

 

Have you tried different brands of 116 fuel?
What is the IAT showing?

 

IAT’a have been fine, A2W IC. The EGT shows #7 getting about 200* hotter that #1 just with idling. The added fuel seems to have helped. We shall see.

 

Flipped driver side head gasket?

 

Can you post logs of any of the melt down runs? Gotta be a fuel or timing issue. I would be concerned with EGT 200F difference at idle. Can't imagine what you'll find when you do a full pull. EGTs and safety limits will be your friend until you sort it out.

 

So it's done this since it was assembled? How many times has it been completely apart since? You say it melted a piston?
You said that cylinder is 200* hotter at idle? Where and how are you pulling these #'s? You say egt, so you have each cylinder setup with a separate egt?

 

So we burned #7 up again.

It seems to do it when using the scramble, the car makes a little over 900rwhp on 14lb, the scramble puts basically pins the gate. I can't see the boost going over 16lb, we weren't able to log the pass. I feel like the turbo is already maxed out (Billet 480).

Also, this is a rear mount setup and it seems the scavenge pump isn't keeping up, so it's getting a new pump. The rear cylinders had the most oil in them. I think the next outing we are going to try to pull 2-3* out of cylinder 7, if this is possible with MS3pro. I don't know what else to do. We have additional fuel going to 7, from like 8lb at 5% to 12% or so at 14+lb.

 

The EGT's were better after adding the additional fuel. I can't remember exactly what the numbers were. There is a sensor on #1 and #7.

The motor has been apart 5-6 times, after burning #7 each time.

 

Seems silly not to have a log.

 

can you share some pictures? im curious what the exhaust looks like, maybe #7 is kinked or smashed and driver side in general is plugged up some how.
also, you can try a ngk 5671 instead of a projected tip plug, but it sounds like you have bigger problems than the plugs if youre seeing 200° difference in egt at idle.

 

we were having technical difficulties lol

 

You burned up the same motor several times so I believe you lol. Need logs and plug info. Like Trendsetter said you're not using projected plugs at that power level right?

 

my mistake his post says BR7 and i read TR7.
i always use 5671s instead of br7s so it didnt immediately register as non-tapered tip in my head

i still would be interested in seeing what the hot side of the kit looks like. real bad backpressure may be able to cause these issues

 

Why dont you like BR7's, I've used them almost exclusively.

 

they are taper seat vs gasket seat of 5671s otherwise i believe they are the same