I have 2 spots for ATCO rent day
- Thread starter Otto J
- Start date
Welcome!
By registering with us, you'll be able to discuss, share and private message with other members of our community.
- Joined
- May 27, 2001
- Messages
- 10,866
Otto,
Is your conveter issue resolved???
BTW: I have seen your boys in concert twice.
They were great both times!
Is your conveter issue resolved???
BTW: I have seen your boys in concert twice.
They were great both times!
Not sure about the convertor problem, I did install a convertor from Paul Thompson(10SV6) was in his car last year, it is an art carr unit which is tighter than the other 2 i had, But i have not tried it with more than 18#s yet. Wed will be my day to make sure things are good
Thanks for the interest
I have seen them more times than i can count
even drove to detroit for the millenium show and turned around and came home
Thanks for the interest
I have seen them more times than i can count
even drove to detroit for the millenium show and turned around and came home
- Joined
- May 27, 2001
- Messages
- 10,866
We have tried several units.
- 8 Inch Art Carr
- 9 Inch ATI
- 10 Inch Neal Chance
The Art Carr was great for getting on boost but killed our MPH.
The ATI would not come up on boost.
The neal chance we are trying next weekend.
The boys did not play some of my favorite older stuff like seek and destroy! I wish I could have traded in Fuel and Until it Sleeps for some of the good stuff
- 8 Inch Art Carr
- 9 Inch ATI
- 10 Inch Neal Chance
The Art Carr was great for getting on boost but killed our MPH.
The ATI would not come up on boost.
The neal chance we are trying next weekend.
The boys did not play some of my favorite older stuff like seek and destroy! I wish I could have traded in Fuel and Until it Sleeps for some of the good stuff
I am using an 9"art carr
My dynamic spooled like mad but stayed at 6600 under anything more than 25#s
I tried an 8 " dynamic a friend had and it would drop to 6000 running 25#s
Now i havent gotten a chance to test this one out, But it definetly stalls lower than the other 2 at 18#S.
If this doesnt work i was planning on trying an ATI
with the co2 system on the innovative controller the Gt76Q spools awesome but i realize a tighter convertor will hurt that
My dynamic spooled like mad but stayed at 6600 under anything more than 25#s
I tried an 8 " dynamic a friend had and it would drop to 6000 running 25#s
Now i havent gotten a chance to test this one out, But it definetly stalls lower than the other 2 at 18#S.
If this doesnt work i was planning on trying an ATI
with the co2 system on the innovative controller the Gt76Q spools awesome but i realize a tighter convertor will hurt that
- Joined
- May 27, 2001
- Messages
- 10,866
May I please see some pictures of your co2 system when you get a chance???
Thanks in advance!
My take on the CO2:
For 90% of the cars out there, the CO2 won't effect the spool up. The reason we install the CO2 is to allow the customer to run a real weak (5lb) spring in the wastegate to control launch boost. The CO2 allows the controller to make high boost with the weak spring. I try and keep the CO2 pressure as low as I can and still maintain boost pressure. Otherwise the controller likes to "hunt" or over-correct.
I will be doing some testing on using exhaust backpressure instead of CO2. In theory, this should work better.
For 90% of the cars out there, the CO2 won't effect the spool up. The reason we install the CO2 is to allow the customer to run a real weak (5lb) spring in the wastegate to control launch boost. The CO2 allows the controller to make high boost with the weak spring. I try and keep the CO2 pressure as low as I can and still maintain boost pressure. Otherwise the controller likes to "hunt" or over-correct.
I will be doing some testing on using exhaust backpressure instead of CO2. In theory, this should work better.
- Joined
- May 27, 2001
- Messages
- 10,866
Cal,
It is great to hear from you.
Please let us now how your testing goes.
It is great to hear from you.
Please let us now how your testing goes.
Hijacking the thread!!
Sorry about hyjacking your thread Otto!
Speaking of testing...
Thursday night I had Julio (aka Rakor) come over and we dynoed my car using his alcohol injection and NO INTERCOOLER!!! After much experimenting we drained my fuel tank and ran the car on alcohol only. I don't want to steal too much of his thunder, since he's supposed to post all the results tomorrow.
Sorry about hyjacking your thread Otto!
Speaking of testing...
Thursday night I had Julio (aka Rakor) come over and we dynoed my car using his alcohol injection and NO INTERCOOLER!!! After much experimenting we drained my fuel tank and ran the car on alcohol only. I don't want to steal too much of his thunder, since he's supposed to post all the results tomorrow.
Initially, we ran the car on gasoline in the fuel tank and methanol in Julio's tank pumping into two 100# (equivalent) nozzles. In the end, we ran it with methanol in both tanks, since I was concerned my 160# injectors wouldn't keep up. I'll let Julio post the results.
- Joined
- May 27, 2001
- Messages
- 10,866
Cal,
Please tell us more when you can.
Our buddy Mac From www.fasttrackperformance.com went
9.7 @ 141 with his GN on the Alky. He has a 3500 plus lbs car and powered by a stock block sbc and twin 60-1 HiFis. Only running about 10psi at to moment!
Please tell us more when you can.
Our buddy Mac From www.fasttrackperformance.com went
9.7 @ 141 with his GN on the Alky. He has a 3500 plus lbs car and powered by a stock block sbc and twin 60-1 HiFis. Only running about 10psi at to moment!
Sorry its been a while
well i'll give a recap in laymans terms of the tests,as soon as I can figure a way of making the presentation in the form of graphs/pixs,etc.. will do so. So I have to learn how to use a FAST and view data from the superflow dyno.. hehe. Hopefully this coming weekend I can spend time required. It benefits us all.
Make a long story short, the first test performed was run the car at 16 PSI non-IC using iso 70/30 mix. Outlet temps on the turbo were 245 degrees, IAT temps were 145. Car made over 500 to the wheels. At this point I dumped the iso and ran straight methanol.. no changes were made.. another pull.. car picked up 10 HP through out the entire band, as well as TQ. So this is the first time i've had real data that methanol by itself made more power than iso. Next pull was done without alky to confirm readings of the turbo outlet sensor vs the IAT sensor. At mid pull, Cal let off as the temps were starting to climb heavily.
Next test was up the boost and see what happens mid 20's..at this point the motor made a tad over 670 to the wheels at around the 24-25 PSI range. Boost wasnt perfectly stable, but more concerned on temps. Turbo outlet temps were 300, IAT were in the 170's. Not great, but not bad. We looked at data on the FAST and realized we were replacing approx 30% of our fuel with the alky kit. I guess a neat thing is that we didnt touch the controls on the alky kit, being its progressive it sprayed harder as the boost came up. So it was neat not having to try and retune the whole ordeal. Next run we decide to up the flow/pressure on the kit another notch and at this point the rwhp dropped to 610. Obviously we reached the point whereby it was just too much. Altho the FAST kept the AFR at 12.0. Following test was to switch over from GAS C16 to straight methanol. The pull was done, the same power 610 occurred.. my system was still spraying heavy. Next pull we decide to switch the kit off.. since the motor was on alky.. here's where it got hairy, see the injector DC went to 100% on the 160's and the IAT went to well over 250.. shut it down. At this time we needed to get out of Dodge since it was 9 pm.
So in recap what was discovered,
1) straight alcohol made more power than mix
2) fuel replacement of up to 30 % can be realized and keep power
3) A pretty good temperature drop was afforded.
4) No ill effects of running alcohol on top of C16.. the wives tale..when you get to the track..switch the alky off.. BS.
5) I need a FAST
6) Shameless plug... My PAC worked flawless with a FAST... if anything it was too easy.
7) Would probably be possible to use a small high flow stock location IC with the addition of AI to obtain the same temp results as the much larger IC. See I asked Cal what his temps are IAT on the motor, he said 140 while racing. if we're at 175 no IC, would not be a stretch to believe we couldnt get 35 degree reduction using a nice compact high flow piece. Like the new Precision or Thunder fab for instance.. and get rid of the huge 5 inch thick V3.
I bet there is more to this after all the data is reviewed, just thought I'd share.
Cal I want to say thanks for letting me play with your car, and affording the dyno facilities. I owe ya one big time.
Julio
well i'll give a recap in laymans terms of the tests,as soon as I can figure a way of making the presentation in the form of graphs/pixs,etc.. will do so. So I have to learn how to use a FAST and view data from the superflow dyno.. hehe. Hopefully this coming weekend I can spend time required. It benefits us all.
Make a long story short, the first test performed was run the car at 16 PSI non-IC using iso 70/30 mix. Outlet temps on the turbo were 245 degrees, IAT temps were 145. Car made over 500 to the wheels. At this point I dumped the iso and ran straight methanol.. no changes were made.. another pull.. car picked up 10 HP through out the entire band, as well as TQ. So this is the first time i've had real data that methanol by itself made more power than iso. Next pull was done without alky to confirm readings of the turbo outlet sensor vs the IAT sensor. At mid pull, Cal let off as the temps were starting to climb heavily.
Next test was up the boost and see what happens mid 20's..at this point the motor made a tad over 670 to the wheels at around the 24-25 PSI range. Boost wasnt perfectly stable, but more concerned on temps. Turbo outlet temps were 300, IAT were in the 170's. Not great, but not bad. We looked at data on the FAST and realized we were replacing approx 30% of our fuel with the alky kit. I guess a neat thing is that we didnt touch the controls on the alky kit, being its progressive it sprayed harder as the boost came up. So it was neat not having to try and retune the whole ordeal. Next run we decide to up the flow/pressure on the kit another notch and at this point the rwhp dropped to 610. Obviously we reached the point whereby it was just too much. Altho the FAST kept the AFR at 12.0. Following test was to switch over from GAS C16 to straight methanol. The pull was done, the same power 610 occurred.. my system was still spraying heavy. Next pull we decide to switch the kit off.. since the motor was on alky.. here's where it got hairy, see the injector DC went to 100% on the 160's and the IAT went to well over 250.. shut it down. At this time we needed to get out of Dodge
since it was 9 pm.So in recap what was discovered,
1) straight alcohol made more power than mix
2) fuel replacement of up to 30 % can be realized and keep power
3) A pretty good temperature drop was afforded.
4) No ill effects of running alcohol on top of C16.. the wives tale..when you get to the track..switch the alky off.. BS.
5) I need a FAST
6) Shameless plug... My PAC worked flawless with a FAST... if anything it was too easy.
7) Would probably be possible to use a small high flow stock location IC with the addition of AI to obtain the same temp results as the much larger IC. See I asked Cal what his temps are IAT on the motor, he said 140 while racing. if we're at 175 no IC, would not be a stretch to believe we couldnt get 35 degree reduction using a nice compact high flow piece. Like the new Precision or Thunder fab for instance.. and get rid of the huge 5 inch thick V3.
I bet there is more to this after all the data is reviewed, just thought I'd share.
Cal I want to say thanks for letting me play with your car, and affording the dyno facilities. I owe ya one big time.
Julio
Similar threads
