Dan just wanted to let you know Nolan has been permanently ruined after driving your car. He's already thinking of selling all his stuff, getting a second mortage, etc... His words are... I was driving this car and couldnt believe how quiet and nice it is.. then get on the pedal and HOLYSHHHHHH>>>>>>

Coming from a guy that mods High HP cars for a living..

Major congrats on the car

 

Thanks Julio ,

Nolan and Mark did a great job so far . Half as loud as stock and way smoother . We are looking into adding a 408 or 418 . After that , I might start worrying for her safety around their shop .
Nolan likes his power . I just might get , " You had a car here ? What car ? "


Hmmm ... Maybe I should find out where he lives ....


Dan

 

Sorry for the delay.

Looks like you got rid of late 03-04 fuel tanks, so you have more options at your disposal.

To me, it sounds like a boost referenced fuel pressure regulator is in your future. Look at it this way, if your fuel pump can hold 60 PSI all the way up (as an example), but your at 15 PSI of boost. Your actual fuel pressure is 45 PSI (Fuel pressure – boost pressure). It’s all about DeltaP or pressure differential.

If you install a referenced pressure regulator make sure your pump(s) can keep up! Because when your at 15 PSI of boost, pump will need to delivery 75 PSI to hit 60 PSI target fuel pressure (75 – 15 = 60). Also make sure that regulator is 1:1 gain or for every pound of boost it adds pound of fuel pressure.

Most people that have rock solid fuel systems and make big HP #s have a referenced fuel system. It’s also allot gentler on fuel pump(s) because excess fuel pressure and flow is bled off and returned to fuel tank. PD pumps don’t like to push up against wall or dead head which is what can happen at very low demand such as idling.

If you add a referenced fuel pressure regulator your 60lb/hour injectors will come back down to a reasonable PWM duty cycle and you can turn up the boost some more. It will be like adding more pressure because you are. Stay with 60 lb/hour as long as you can because drivability will suffer under low loads if go with bigger injector.

Oh, you will likely have to do some more tuning. So more 140+MPH blasts.

Just my .02.

Mike

 

Boost referencing will definitely help lower your Injector duty cycle but will play havoc on your fuel pump. On most pumps the higher the pressure=the less the flow above 60PSI and the quicker they fall off their curve from what I have researched. When you come to the point that your FP won't keep up to your increased demands PM me and I'll let you in on a system that works for me...and it uses what you have already.

 

FWIW, the turbobuicks typically run 43 lbs fuel pressure and race the motors at 25-32 PSI boost using single/double walbro 340's. On referenced systems.

Its not uncommon for me to see 70+ PSI fuel pressure at WOT. Been doing this for years.

HTH

 

As Above, but...

Pumps would only need to maintain 75psi, if you ran a 60psi base pressure with a 1:1 boost referenced reg.

Given he will only be seeing a usable 45psi fuel pressure now across his injectors with 15psi boost, to achieve the same full throttle, full boost IDC's he would only need to run a base FPR of 30psi with a 1:1 reg. ( 30+15 ) although obviously nobody is going to do that.

If he ran 45psi base, then on full boost, he would have a useable 60psi fuel pressure across the injector, some 15psi more than he has now. most Walbro pumps are quite happy at 60psi, and under no real pressure.

I recall reading that when MightyMouse was using the 60lb's to make the power he was also pushing something crazy like 90psi fuel pressure ( dont know if it was boost referenced )
He's on 96lb's now from what I have read over on LS1Tech.

 

Nick you crazy man.

Keep going I am wating to see one of these kits make over 1000 to the
ground.

Hell how about 1200.....


who's next!

 

I spent Saturday, taking the Exhaust System off of my 7 series BMW. I swear I see why all these German car lovers state that there is no other vehicle built the same..the car is totally overkilled when it comes to engineering. There were so many extra exhaust parts and the whole system from the headers to the mufflers has to drop...just to get the catalytic converters off (one was rattling). I swapped in some Vette Cats off of an extra new Mid Pipe I had sitting in the garage.

Funny thing is the Vette cats fit better than the OEM BMW cats, they flow better, and do not cost $700 per cat.

I had to do this with jacks on jackstands...what a PITA. The swimming pool went in this summer, next year it is my 30X40 Shop with a 12K pound Asymetrical Lift (Eagle)...that way I have no problem lifting my Duramax Diesel for service too. The Bimmer weighs 5600lbs. I am also going to put in a pool table and bar....probably a comfortable couch too...that way I can just hang out there on the weekends.
All of what you said I agree with but I don't feel it is totally necessary...I used too..but after making over 740/725 reat hp/tq, maintaining 62psi throughout the whole run, and a great AFR. I am no longer a believer in the necessity of having 1:1 Boost Reference. In theory it should be the most desirable.

I will let you know after my next dyno session how much my fuel system can or can not support. But clearly it has already supported well over 700 on a conservative dyno, more than one time....and it's not boost referenced.

Also the fastest 6 speed SC on this board used a single intank pump and BAP. What I have found is that it has a lot more to do with the regulation than at first thought. Sean hooked me up good with his MDMC parts and has made 1000hp with almost the same parts. He uses the Bosche pump and I am still using the LPE pump....when it goes..I will switch to the Bosche.

 

Im currently hitting 20ms @ 6000rpm with my 57lbs running at 52psi base with 1:1 FPR and 11.7:1 AFR.
Havent a clue how much power I have, but must be doing ok I guess.

I had bother on my first attempt getting the 73lbs to run, but will try again over the winter when I get my 382 parts.
My ecu fires batch fire injection, and didnt seem able to give low enough pulse widths to idle. I'll re-wire and sort a cam trigger for sequential, and hopefully that will sort my fuelling issues.