Well I got it off the dyno this morning, thanks to Greg at AutoSpeciatly here in Lafayette for coming in on a Saturday to help us out.

Tons O thanks to Brandon, Louis, Chappy, Jeff, Justin, and Eli for helping with the tune and the car this morning

Bad news is that I'm only going to drive it to the track, no runs because Its running out of fuel around 5000 rpm or so. It just doesn't have big enough lines or a big enough fuel pump to support it. Also the 50# injectors are starting to max out around 4400 or so. So it looks like she's getting 72s or 96s

Good news is we picked up around 200hp from when we started this morning and this is only a BASE tune so we really didn't do anything with the fuel curves or anything as of yet.

Final numbers for the day are
567.4 hp @ 5250rpm
576.2ft-lbs @ 5250rpm

Remember this is a Mustang Dyno....DynoJetts will be even higher than this.

So all an all, she still drives stock around town....and she's got a butt load of power in reserve..just going to have to drive it like a diesel til me and Louis get the fuel system redone....also a smaller pulley might be needed on the crank to turn down the boost because its showing around 12psi at 5400 when we shut it down


So it looks like the RaceTronix kit needs to go and some bigger lines going in.

 

Your stock lines should be fine.

I'm running stock lines and fuel rails with no problems.

 

Yup sounds about right. I had to upgrade to a dual intank and 75# from an intank walbro and 50#'s myself over the winter.

your HP numbers are good. Unfortunately I have yet to be able to get the best out of my wreck due to burning oil. (Rings did nit seat from LAST winters refreash ring job over the winter

 

Numbers sound Great Broh, looks like you will have a complete monster on your hands...Congrats!!
Good Luck on you fuel issues and please let us know what it does after you get the issues resolved.

Thx,
Claude

 

What data did you acquire that would indicate that the pump system is not enough?

The single system should support 550RWHP w/o a problem.

Jack
Racetronix

 

I thought Rich made over 700RWHP with the intank and a BAP.

 

Well the first issue is that the injectors are at 100% duty cycle around 4600rpm. The other reason I say there is something either wrong with the lines or the pump itself is the fact that it comes up on fuel pressure from an intial 50psi, then climbs 1psi for every pound of boost, then around 10-11psi it starts dropping and dropping fast, by 5k rpm it has already dropped below 50psi and the car starts leaning out very quickly. So something isn't doing its job right.

So if someone has a solution I'm all ears.

Jim, I'll call you Monday or Tuesday at the shop if you are going to be around, the car really needs a lot more tuning work to be done but I'm still shocked at the intial numbers out of the car, especially on a Mustang dyno.

First things first I gotta fix the fuel stuff first then get it back on the dyno for some more work.

 

Did you install the harness or just the pump?

If you installed the harness you should consider the MSD BAP which increases pump voltage linearly with manifold pressure. This can boost pump output by 30%+. This will plug into the Racetronix harness at the interface connector just after the relay.

If you properly size your injectors then you can drop your base FP which will also go a long way to extending your pump's HP support. If your max FP is around 62 PSI then then pump would be producing a head pressure at least 10PSI higher which drops its output substantially.

Start with a larger set of injectors as the Delphi (MSD) 50's do not like DC's over 80% and they typically flow under the manufacture's spec by a few lb/hr.

The largest injector you can run w/o a driver box is our Siemens 57's:

http://www.racetronix.com/Racetronix..._Sale-55h.html

 

Jack, hey while your on here I have a couple other questions for you.

Yes I did put the harness and everything included with the kit on the car. I started the car out around 40psi of pressure when I was just breaking it is around town since I knew I wasn't going to really lay into it. But after driving around town for a while I see fuel pressure drops of up to 10psi just driving in town, so that is why I turned it up. After 20-30mins of intown driving the car will drop to almost 30psi of pressure. Something seems a little funny there....once it does this and you shut it off, it will not start unless the throttle is held wide open while cranking.

The only other thing is that after a Key on it will prime at 50-55 psi then drop to 40...sometimes it will hold this other times it will drop to 0 in less than a minute. I have not found a leak in the system out side of an inector. My next step is to pull the injectors and send them to you guys if you can check them out, or there is a shop on Gasoline Alley down in Indy that does it as well. I don't think it is stuck because it does not have a miss like its flooding a cylinder out or anything. That and just the shear numbers that it put down with out touching the tune that much yesterday.

 

What type of regulator are you using? Aeromotive?

 

Yes it is a Aeromotive regulator.

Also, one other thing...I thought that was the great benefit of the Racetronix kit was that it could go over 60psi for FI cars and not loose pressure like if I was using a FMU..I don't have one on the car but just using that as an example.

 

hes putting down 560rwhp on a mustang dyno..........so thats really more like 600ish on a dynojet

 

Just a little more on my experience.

I started with a T-rex inline with 42# injectors. I saw about 520 rwhp and then the fuel pressure would fall off. I put in 50# MSD's and a Walbro 340M and basically had the same problem I got 527 rwhp but again the pressure fell off. Both with the T-rex inline by passed AND when it was inline, the FP would drop off at about 4700 - 5000 rpms and go lean.

Last year I went with 75#'s and a Racetronic dual intank. This year, no problem. I have seen 13.4 #'s of boost and injector cycle has peaked at about 70% - 75% with fuel pressure at idle of about 38#'s (vaccum line on).

I wrestled with the decision as to weather to get the BAP - about $300 if I recall - versus the dual intank - about a $420 upgrade given I had a new Walbro 340M.

For the extra $120 I'm happy with my decision.

 

Here is the deal,

The pump can support just that, its doing its job fine. We are at 570 RWHP on a stang dyno. These dynos are load dynos, unlike the inertia type dynojets. Big difference. This car in its current trim would most likely dyno ~ 610-625 on a dynojet 248c.

Emulating a setup from harlan ( 700/715 on a stang dyno) we will need 96# injectors, and an aeromotive or bosch turbo pump. Unsure of what style yet, with a -8 feed line, and a -6 return. This should support ~ 1100 FWHP, not RWHP.

Jim, Im sure that the stock rails and line can support it, but keep in mind the parasitic loss from the blower, and the fact that there is another ~2000 rpms to go as well

Were talking fuel delivery here which can make or break it. Why scrimp? Its cheap Insurance IMO


Louis

 

Injectors and fuel pressure issues aside a BAP or DP might be in order if you want room to grow. Keep in mind that the bucket has a set reserve capacity which becomes marginal at 600HP. Just something else to consider down the road.

A MSD BAP is apx $230.00 (good for 650-700RWHP with factory lines)

A DP is $500.00 (good for 700RWHP with factory lines and apx. 800+ with upgraded lines)