Advancing my project

[rstare]

I will keep posting stuff though, what I would like to end up with is 300-350 HP daily driver on 91 octane(the premium gas up here). If anyone has suggestions of easiest/cheapest ways to reach that mark it would be greatly appreciated.

Well I would say your stuck going turbo if you want to put down those kind of numbers.
Marks at 204whp, and hes got the most powerful N/A 420a.

 

[murray1]

Oh yes I know that I will have to go turbo to hit those kind of numbers, or to even have a powerful daily driver. Mark has put a lot of work into his car and like you said only has made 204 HP, his car isn't a daily driver though even at that level.

I know that their are a couple guys working on 10.5:1 turbo right now and I wonder, what would 10.5:1 and 8 PSI boost on 91 octane give you? Anyone have any ideas? Would that be fine on 91 octane(which happens to be our premium here ) Would it be overly difficult to tune with MSnS and wideband etc? I was thinking something along these lines would meet my wants for right now and having the 10.5:1 ratio I could start out NA and slowly piece together the parts I need.

Oh yeah, and if that sounds like it would be an ok set up what exactly would I need for a fuel set up, it is one of the systems I don't know enough of and am unsure of what I would need exactly. I would get a 255LHP for a fuel pump, but what would I need for FMU, SFMU, FPR and what size injectors would I most likely be wanting? Any help would be nice as I find the fuel setup to be a little confusing.

 

[bullettdsm]

There have been a couple o' few guys who have run 10.5 comp (on turbo) as dailies. I believe they had built engines (I think you have forged in there, right?). But I doubt that at 8psi you are going to see 350whp.

As for the fuel, I'd recommend 255, with around 650's, and an Aeromotive FPR. MSnS can handle that easily.

MB

 

[Slippi84]

Yeah I recommend going with a lower compression ratio as after researching making big safe power with 10.5:1 just seemed too risky. There are people that have done it and mark can now tell you first hand about it but in my opinion it's better to just stick with forged pistons with stock compression and then when your ready to boost go for it. The gains you will see from the higher compression over stock in the short term won't be worth the headaches in the end.

 

[murray1]

The reason I wanted to go high compression is because I hate lag, I lover having a highly responsive car over having tons of power. That is why I was wondering if high compression with lower boost only putting out 250-300 hp would be better then low compression high boost creating more power.

If I were to build lower compression what would I want to do to get the greatest responsiveness possible? I want something that everytime I step on the gas I don't have to wait a second, I just don't find cars like that fun to drive(except when going in a straight line and it is sucking you into the back seat with so much power, but that isn't much use as a DD.

Also, Bullet, wouldn't I want an FMU or a SFMU? From what I have read they raise fuel pressure directly related to boost levels. A SFMU just allows you to further tune how it raises related to boost levels. But an FPR only regulates a solid pressure. Is this all correct? Also do you use a FMU or SFMU with an FPR or is it just one or the other?

Oh and Slippi aren't you going high compression turbo? I thought you already had the engine built and everything for it?

 

[bullettdsm]

Also, Bullet, wouldn't I want an FMU or a SFMU? From what I have read they raise fuel pressure directly related to boost levels. A SFMU just allows you to further tune how it raises related to boost levels.

The beauty of using MSnS is it kinda puts you into 4g63 land

I 'splain;

A lot of the stuff that we do for our cars to get them to boost, is kinda built into the MSnS (of course depending how you order/build it). You don't have to worry about finding 420a matching injectors, FMU's, SFMU's, Portfuelers, EMU'S whatever. I now look at my 420a as a 4g63 when it comes to available product (of which I have a little more knowledge than the 420a turbo. Hell, I'm even rockin' a crushed 1g bov ). So what would I do for fuel in a 4g63 in your case? I'd put in some 650's (maybe even bigger for future upgrades), with a Walbro 255, and an adjustable fuel pressure regulator (Aeromotive is the best choice IMO). The Aeromotive is rising rate so you can use it in boost no problem.

Right now I'm running dual Walbros with 880's and the aeromotive, no fuel problems. I currently run a base FP of 38psi (will change as my power goes up).

I want my Megasquirt (cue Dire Straits- Money for Nothing).

MB

 

[Slippi84]

The beauty of using MSnS is it kinda puts you into 4g63 land

I 'splain;

A lot of the stuff that we do for our cars to get them to boost, is kinda built into the MSnS (of course depending how you order/build it). You don't have to worry about finding 420a matching injectors, FMU's, SFMU's, Portfuelers, EMU'S whatever. I now look at my 420a as a 4g63 when it comes to available product (of which I have a little more knowledge than the 420a turbo. Hell, I'm even rockin' a crushed 1g bov ). So what would I do for fuel in a 4g63 in your case? I'd put in some 650's (maybe even bigger for future upgrades), with a Walbro 255, and an adjustable fuel pressure regulator (Aeromotive is the best choice IMO). The Aeromotive is rising rate so you can use it in boost no problem.

Right now I'm running dual Walbros with 880's and the aeromotive, no fuel problems. I currently run a base FP of 38psi (will change as my power goes up).

I want my Megasquirt (cue Dire Straits- Money for Nothing).

MB

Only thing I say to this which I agree with almost 100% is the like a 4g63 part. The two bigg factors I came across that made me ditch the turbo 10.5:1 idea is head design and lack of transmission solutions for higher hp. The member who I sold my obx tubular manifold to lifted his head at like 27psi or something of that nature and he had arps too. The turbo I bought and had built my project around gets happy up above 25psi. Second like I said transmission solutions. Awddynamite said our transmissions don't like spinning at 120mph very long with his kinda hp. While he is making like 400whp my goals and turbo were capable of more and I had the parts to make the power just not reliably.

Anyway enough ranting besides mark always is a head of the curve I know he has something planned, but about the higher compression and a better responsive car. Higher compression doesn't effect initial lag only transient response. Meaning if your car hit's full boost at 4500 with stock compression it will spool just as fast no faster with 10.5:1 but after you shift 10.5:1 boost will come back a lot faster.

 

[bullettdsm]

. Awddynamite said our transmissions don't like spinning at 120mph very long with his kinda hp.

Not to get too far off topic, but this is not true. Our trannys are strong like bull (neon guys have been up there a lot). BUT the problem lies in shifting up there and, more importantly, NLTS above 8k (seems to be the magic number). I think I do have a solution for that . I MAY work on it this winter.

MB