old motorhead

I think you're cutting it pretty close with the 60#ers. Seems like I was at 80% with those injectors, 3.3" front, 1:1 rears, and a very mild blower cam. 9ish PSI and 640rwhp. You should be quite a bit above that the way you're configured. I know the meth will supplement your fueling as long as it's running. You're going to be WAY meth dependent though.

_zebra

depends on what pressure that 60# was rated against. my siemens 60s were rated at 3bar, so at LS fuel pressures, they flow more around 72-73#, which still works on mine now that i've got the fuel pump to support it.
i'd definitely swap them if i'd've went to corn juice, though.

streetking408ys

any chance you could post a pic of what the fornt pulley looks like under the hood of that beast?

_zebra

not sure how much this helps, but what i did before i bought it was stuck a piece of Play-Doh on top of the pulley, shut the hood, opened it back up, & measured how tall it was after it got squished. reduce that number a little & you'll see how much bigger radius you can fit.

3.3 pulley with 1/2" clay = another 1/2" radius (4.3 total diameter) to hit, so a 4.0 would have about 1/8" space.

streetking408ys

Thanks for that. So that's what a 3.8" looks like in there. It gives me a little idea. I'm going 8 rib, finally got the short block back Thursday and had to wait till today to finally get the head gaskets. I just finished torquing the heads down and then mocked up the PS/Alt with the new 8 rib pulleys because I noticed when swapping the stock steel 6 rib alt pulley that the 8 rib IW alt pulley was off by half a rib(.070") Low and behold I was able to confirm exactly that with it actually mocked up on the engine. Also found that the IW 8 rib PS pulley I just pressed on (drove it all the way"home") also needed.to be spaced 070" away from the engine., yeah if i could mock the blower up, that's what I'd do. Unfortunately Magnuson said 10-15 days to build the blower, by the time that thing crosses the entire Country and gets to me Summer will be over. And then I need to figure out the pulley sizing and order pulleys. Those are in California too, so that's another week of waiting. It will be freaking snowing soon. I'm going to measure pushrod length tomorrow and get that ordered.

streetking408ys

Well I got the car mostly together, even started it up and let it idle until it got up to temp. I'm waiting for a replacement pre-made fuel hose because the one I got is leaking pretty bad. Can't drive it/break it in till then. I measured clearance for the front pulley and it turns out that there was a mile of hood clearance. I could have run a 5" + pulley up there. I have ordered 12 rib Griptec 12 rib 20% overdrive with 8 rib 3.8" and 3.6" Griptec front which will be driven by the Innovators West 8.125" crank. So i guess the only variable now as far as blower speed is what kind of rpm the engine is going to like to make power at. Dyno appointment on the 26th.

_zebra

sweet action
let us know how it does.

streetking408ys

Car made 618rwhp/639rwtq. HP peaks at 6,100 but carries flat all the way to where we stopped it at 7,100 rpm. I got thrown for a curve when I found out the 2005 E40 ECU MAF was maxed out at 5500rpm so we went to speed density. And in going speed density I only had a 2 bar MAP so 200 kpa is all it will read and with the 3.8" front(12 rib 20%OD rear 8 rib 10% crank) we were at about 198kpa. Even if we had a bigger MAP sensor, the tuner said IAT higher than 120 degree is "shoveling **** upstream" so we called it good and never tried the 3.6" pulley. This is not the final dyno run as we had pulled 4% fuel in the upper rpm the last run. Also the Dynojet rpm plotting is slow so a little off, the Motec data acquisition has much quicker latency and thus more accurate. Plain 93 octane fuel. Glad we didn't have to run octane boost, car never showed any signs of knock retard. Should be real conservative.

streetking408ys

not the final sheet, but the 625rwhp was when it was lean up top due to the MAF maxed at 5500rpm, the 618 rwhp was before we pulled 4% fuel over the higher rpms. I don't have the sheets with me I'll have to get them. Here is a few of the runs taken during tuning near the end.

streetking408ys

what kind of IAT were you seeing before and after the killer chiller?

_zebra

i'll have to ask Bret about that one... can't remember for sure. i do recall him saying after a couple pulls, they got above 110-120ish, but driving around & 1-2 WOT runs stay low enough to not pull timing.

streetking408ys

resurrecting this thread from last season, car is currently under the knife as the rear blew at the track last fall. Now doing RPM Level 7 TR6060 with ZR1 1st, 2nd, 3rd, I forget the 4th, and then a .50 6th, Also installing a ZR1 diff. Upgrading the weird one off Lingenfelter installed front heat exchanger for the Edelbrock piece the ZR1 guys run. Also ditched the 1.75 quart Magnuson reservoir for a Moroso 3.5 quart one. Had the lower shifter box and shift shaft modded, opened the TVS2300 inlet to 103MM and got my hands on a NW 103 TB. Also bought some blower spacer plates and a insulator blanket to go under the blower to try to keep some of the heat away. Going to a 2.5 bar MAP and since we already have it going from our 3.8" blower pulley to a 3.6" Retune and that's it for the mechanical on the car, we are going to leave it like that. Anxious to see what these changes/improvements make.

romandian

what is your 2.5 bar map? i never found one, had to use 3 bar.

streetking408ys

https://www.dpecorvettes.com/2.5-bar-map-sensor.html

CI GS

Nice! That’s the same reservoir I’m using. You’ll need to cut the raised lip (I did the right side) of the battery tray off to get it to sit flat in the tray, since it’s a little longer than the recessed part of the tray. Otherwise the battery hold down clamp won’t sit properly on the lug on the bottom of the tank.
What's the part number on the Edelbrock H/X? How thick is it?
I would guess that you’ll end up gaining ~1.5psi of boost and a significant drop in IATs.

streetking408ys

Thanks, yes I've already mounted the tank. 15405 is the Edelbrock piece, 1.5" depth.

Edelbrock 15405 heat exchanger.

Threw a tow hook on while I was in there.

_zebra

sweet action!
for sure let us know how that turns out.

streetking408ys

Just got back from dyno tuning in some ridiculously hot weather. Very happy with the mods. Waiting on some carbon fiber and car will be largely completed.

CI GS

Nice! So how did the numbers look? Did you pick up any boost/HP? What about the IATs?

streetking408ys

Red is last year, blue is this year. We happened to tune on the worst day. It was stupid hot out and we had quite a few runs over the course of the day. The blower had heat soaked and to the point where the IAT timing table was yanking 2.1 degrees of timing on this last run. The car's owner lives in the most Northeastern town the in the United States, much cooler climate than in Pennsylvania where we tuned it. I told him he has easily a 700 rwhp car, just not the dyno sheet to go with it. With that said, the car was tested in the harshest conditions it will see. 93 octane pump gas and spraying meth. The Edelbrock heat exchanger and Moroso reservoir I installed make a huge difference, especially on the street. On the dyno, doesn't matter what you do.....if it's real hot out and you make a run, let it soak the heat, make another run, let it soak the heat......it's going to stay hot. One thing of note is that the RPM plotting by Dynojet reads lower than actual. The Motec acquisition shows the power carries to the self imposed rev limit at 7,200 RPM. Really happy with the cam/valvetrain/head setup I went with. Car has awesome manners on the street and the ZR1 drivetrain I just installed is smooth as silk. Also the shifter box/shaft mods make it really tight. Car is awesome. Weirdly the car made this much more power with only 2 PSI more boost. I'm sure it will pick up a little boost when the owner gets the car home.