Mike8675309
Registered User
If you haven't heard yet or got the hint from the signature below, I took a trip to a local Dynojet Dyno to dial in the upper reaches of my maf curve, see if Methanol could give me some rpm since I have fueling issues, and see how much power this baby can crank out.
#1 was achieved.
#2 I learned a bit.
#3 turned out it's enough, at least for now.
Max HP is 441.40 5450rpm
Max Torque is 462.89 @ 4500rpm
The run started at 2150rpm
Torque was over 400ft/lbs from 2600rpm and onward.
Hp hit 400+rwhp at 4550rpm and onward.
This run was on E85 + Methanol. Outside temp was 88.9f, with pressure at 29.39inmg
AFR was about 11.2 or lambda .76. They dyno operator had done many E85 cars and his experience was that it could run leaner. Something for me to investigate further once the fueling is worked out.
Timing was progressive using the Spark - WOT Advance vs RPM.
2500rpm - 14 degrees (stock is 17)
3200rpm - 18 degrees (stock is about 20)
4000rpm - 24 degrees (stock is 24)
5000rpm - 26 degrees (stock is 26)
As you can see, I did not change timing much from stock. I just didn't see the point until I have fueling figured out, wasting time on a dyno. (Prior to e85, timing was 8,12,15,18,20 for running on 91octane)
Methanol was set to come on about 4580 which is about where the fuel rail started loosing pressure. Full meth was set to come on below 5v.
By 4820rpm the methanol was starting to loose the battle to progressively worse fuel pressure.
I may have a regulator issue on top of everything else.
Max fuel pressure is achieved (55.02psi) at 3.5 psi of boost(2750rpm).
At 4800 rpm, fuel pressure has dropped to 39.6 (uh huh...)
When we let off at 5488 boost is at 18.997 (call it 19) and fuel pressure had squeaked back up to 40.18. (injector duty cycle is 103)
Air Fuel ratio was still safe there, but heading north fast.
In 2008 this same motor, minus the blower and intercooler, and with an SCT tune maxed out at 275rwhp and 343lb/ft on meth. Then the motor had a stock 89 M90 blower (over 100,000 miles on it) and a stock intercooler (no fan).
Here is the chart. Note that this run was the last run (#9) and was after a 30 minute cool down (the dyno guy had to drop someone off). Prior to that cool down the last run was at 430rwhp and 442 torque. The difference being the cool down, and increasing timing at 3200 by 1 degree, 4000 by 3 degrees, 5000 by 2 degrees. On this run, coolant temps started at 180 and ended at 184. Air fuel temps started at 100 and ended at 112 (no ice used).
So lots of typing... I tend to over analyze things quite a bit. I really need to get the garage updated with all my information for this car. I built the motor in my basement with significant assistance from many people on the forum here and Dave Dalke (xr7 Dave). This motor was built from the beginning for an Autorotor. Thus the 160% power improvement in swapping the blower and intercooler. Dave Dalke has be instrumental in choosing the lower end components, specifying a cam, building the heads, building the blower kit, and he has been doing all tuning on this car and assisted me in getting started with the Moates Quaterhorse. Fraser (Fturner) recently helped me with some remote tuning on the car and information after upgrading to 80lb/hr injectors and more info on the Quarterhorse.
Unfortunately I won’t get to back up these numbers on the track too soon, as my trac-lock still needs to be replaced. unless I win one at the Car Craft Summer Nationals this year, I won’t have a replacement until next season. So I’ll be at the track at least twice this year but expect to have terrible 60ft times, and be stuck in the 13’s.
This winter I’ll take care of the fueling issues with a completely new fuel system (new lines, adjustable regulator, and some sort of fix, either dual fuel pumps or boost a pump).
Oh.. and btw... I’ll be building some headers this winter, as I’m still running stock t-bird exhaust manifolds.
#1 was achieved.
#2 I learned a bit.
#3 turned out it's enough, at least for now.
Max HP is 441.40 5450rpm
Max Torque is 462.89 @ 4500rpm
The run started at 2150rpm
Torque was over 400ft/lbs from 2600rpm and onward.
Hp hit 400+rwhp at 4550rpm and onward.
This run was on E85 + Methanol. Outside temp was 88.9f, with pressure at 29.39inmg
AFR was about 11.2 or lambda .76. They dyno operator had done many E85 cars and his experience was that it could run leaner. Something for me to investigate further once the fueling is worked out.
Timing was progressive using the Spark - WOT Advance vs RPM.
2500rpm - 14 degrees (stock is 17)
3200rpm - 18 degrees (stock is about 20)
4000rpm - 24 degrees (stock is 24)
5000rpm - 26 degrees (stock is 26)
As you can see, I did not change timing much from stock. I just didn't see the point until I have fueling figured out, wasting time on a dyno. (Prior to e85, timing was 8,12,15,18,20 for running on 91octane)
Methanol was set to come on about 4580 which is about where the fuel rail started loosing pressure. Full meth was set to come on below 5v.
By 4820rpm the methanol was starting to loose the battle to progressively worse fuel pressure.
I may have a regulator issue on top of everything else.
Max fuel pressure is achieved (55.02psi) at 3.5 psi of boost(2750rpm).
At 4800 rpm, fuel pressure has dropped to 39.6 (uh huh...)
When we let off at 5488 boost is at 18.997 (call it 19) and fuel pressure had squeaked back up to 40.18. (injector duty cycle is 103)
Air Fuel ratio was still safe there, but heading north fast.
In 2008 this same motor, minus the blower and intercooler, and with an SCT tune maxed out at 275rwhp and 343lb/ft on meth. Then the motor had a stock 89 M90 blower (over 100,000 miles on it) and a stock intercooler (no fan).
Here is the chart. Note that this run was the last run (#9) and was after a 30 minute cool down (the dyno guy had to drop someone off). Prior to that cool down the last run was at 430rwhp and 442 torque. The difference being the cool down, and increasing timing at 3200 by 1 degree, 4000 by 3 degrees, 5000 by 2 degrees. On this run, coolant temps started at 180 and ended at 184. Air fuel temps started at 100 and ended at 112 (no ice used).
So lots of typing... I tend to over analyze things quite a bit. I really need to get the garage updated with all my information for this car. I built the motor in my basement with significant assistance from many people on the forum here and Dave Dalke (xr7 Dave). This motor was built from the beginning for an Autorotor. Thus the 160% power improvement in swapping the blower and intercooler. Dave Dalke has be instrumental in choosing the lower end components, specifying a cam, building the heads, building the blower kit, and he has been doing all tuning on this car and assisted me in getting started with the Moates Quaterhorse. Fraser (Fturner) recently helped me with some remote tuning on the car and information after upgrading to 80lb/hr injectors and more info on the Quarterhorse.
Unfortunately I won’t get to back up these numbers on the track too soon, as my trac-lock still needs to be replaced. unless I win one at the Car Craft Summer Nationals this year, I won’t have a replacement until next season. So I’ll be at the track at least twice this year but expect to have terrible 60ft times, and be stuck in the 13’s.
This winter I’ll take care of the fueling issues with a completely new fuel system (new lines, adjustable regulator, and some sort of fix, either dual fuel pumps or boost a pump).
Oh.. and btw... I’ll be building some headers this winter, as I’m still running stock t-bird exhaust manifolds.
Last edited: