Scheid 06 dyno run sheet.

[bgilbert]

Well it wasn't much of a gain or very impressive IMO. 450rwhp, 918rwft-lbs. Up 7hp, down 4ftlb. Only changes were a fuel system, and pulled the trimmed 3800rpm spring and put in a 3200rpm spring. It gained me ~100rpm til defuel, before it defueled at 2800rpm, now 2900rpm. Not very noticeable. Well I guess with the correct spring in, it held onto higher HP a little longer, but not much of a difference. Not sure if the big pump head, gov spring, and HD plunger return springs, and other pump internals make a 14mm pump fuel differently than a normal 12mm pump does with a 3200rpm spring. We all know a plain jane 12mm pump will fuel to 3000-3200rpm before defueling with the 366 spring. Not sure what the deal is with mine. Maybe it's weak.



I didn't think maxing the pump would do me much good since I'm already hammering my SledPuller 66-14 turbo with 50psi of boost on the dyno. I still have more fuel available in the pump as now my idle is still nice and low around 700rpm. Looks like some port and valve work on the cylinder head might be in order. KTA said he gained quite a bit after some extensive cylinder head work. Also it's time for TWINS :{ .



I need more air. Don't we all lol. It poured black smoke from 1800rpm to 3400rpm at 50psi of boost on the dyno where Dave let off. It never cleared up. So I guess there's alot of HP potential there, not getting burned. Time to start saving my pennies for another turbo :{ .



Oh and to answer any questions on the fuel system, it consists of an Aeromotive A1000 electric fuel pump, 3-15psi bypass boost reference regulator, 3/4" ID (-12an) bulkhead/pickup in tank, 5/8" ID (-10an) fuel line from fuel pump to regulator behind the battery on fenderwell. 1/2" ID (-8an) fuel line for the bypass back to the tank from the regulator. 3/8" ID (-6an) fuel line from regulator to inlet of injection pump. Got an air pressure regulator on the boost reference line to the fuel pressure regulator. With no regulator it will increase fuel pressure 1:1 with boost or vacuum (on gassers). Base pressure set to 14psi. At 50psi of boost we don't want 50psi + 14psi of fuel pressure going into the VE. With an air pressure regulator I set the pressure to ~15psi. On the dyno it seen ~30psi of fuel pressure. So far I'm not making oil .



I really didn't know what to expect with the fuel system. Didn't know whether it would be a HP gain or not. At least I can rest easy or hope that is, that I will have plenty of fuel (lube) for my injection pump and I won't run it dry.

 

[Greenleaf]

Bill,



Nice work.



BTW that is your longest post to date

 

[JLEONARD]

Nice job Bill.



What is the fuel flow rating of that aeromotive pump?

 

[DSteimle]

Bill, you running any kinda data logger? we've run one on the mustang for years and there's no better tuning tool available. you could monitor fuel pressure for a dyno run then look back and make sure that monster pump aint sucking dry.

btw, great numbers



added: if you really need pennies for the turbo, i'll remove that crew cab from you :-laf

 

[bgilbert]

What is the fuel flow rating of that aeromotive pump?

http://store.summitracing.com/partd...&part=AEI-11101&N=700+307732+115&autoview=sku



600 lbs per hour. Whatever that is.

 

[TSuter]

I'm going to use JP8 (jet fuel) here for numbers, but they should be roughly close. JP8 wieghs @ 6. 72 lbs. per gallon on a standard day, so if the pump is running at 600lbs/hour, that would be 89 gallons/hour. Somehow I don't think lack of fuel is going to be a problem!



Tom

 

[CSchafer]

Nice numbers bill. I read a post about fulmer doing that with his fuel system sounded like a pretty good idea with a boost refrenced regulator.

 

[JLEONARD]

600 lbs per hour. Whatever that is

I calculate about 86 gph based on 7. 001 lbs/gal (60 deg F).

That's off a Cummins marine engine data sheet. Time to think about a fuel cooler if you are squeezing that much volume thru a 1/2 inch or smaller pipe.





By the way, for comparison, a 450 hp Cummins "C" burns 24 GPH at rated hp. So figure you are burning fuel at about that rate. So even if your electric fuel pump is inefficient due to restrictions you have plenty available.

 

[Greenleaf]

I looks like with the new fuel system, you didn't see any gain other than more fuel pressure? If not, then you'd likely need to push a lot more fuel from the VE to utalize the system, right? I'm not sure what the new fuel system is netting in terms of gain.



I'd personally like to see a gain from a modification. If you had low fuel supply pressure prior to the mod, then that would be a gain.

 

[PToombs]

I looks like with the new fuel system, you didn't see any gain other than more fuel pressure? If not, then you'd likely need to push a lot more fuel from the VE to utalize the system, right? I'm not sure what the new fuel system is netting in terms of gain.



I'd personally like to see a gain from a modification. If you had low fuel supply pressure prior to the mod, then that would be a gain.

Yeah, it sucks to spend money and get nothing out of it; It's just like being married! :-laf

 

[bgilbert]

I looks like with the new fuel system, you didn't see any gain other than more fuel pressure? If not, then you'd likely need to push a lot more fuel from the VE to utalize the system, right? I'm not sure what the new fuel system is netting in terms of gain.



I'd personally like to see a gain from a modification. If you had low fuel supply pressure prior to the mod, then that would be a gain.

I gained 7 rear wheel horse power. What does that equate to as at the flywheel gain? I'm at the point where +60hp, + etc etc is hard to get. I have an injection pump that will flow more fuel than a stock or sexy fuel system can supply. These VE's don't run too well empty. At the very least now I don't have to worry about running this 14mm pump dry. Lack of lube (fuel) is a possible cause of some of the failures of these 14mm pumps. I didn't necessarily gain pressure, I gained volume. I still have a base pressure of 13psi, now it just increases when I'm running big boost.



Fuel I don't think was my issue. AIR is. That huge black cloud at WOT on the dyno is alot of HP not being used. Now accepting donations for the JR Atkins twin turbo fund:-laf. SP66-14 over even bigger = 1st gen taking high hp honors IRP 07 ??.

 

[dpuckett]

Ever think of a VT50 off a N14 from the late 70s early 80s for a bottom? Those things are ENROMOUS compared to our stock huffers- or even a HX50. But there is the issue of flow and eficiency- they may not work. I can get them cheap, though. And, they come with at least a 27cm (may be able to get them smaller, too) housing- saw that working on one in a snub nose INTERNATIONAL one time.



Daniel

 

[bgilbert]

DP, the VT50 is old technology, the hx50 is much too small for my app. I'm looking for a hx60 or ht4c or the like.

 

[Greenleaf]

Bill,



I would have opted to try the P7100 piston lift pump (3936316) in conjunction with the adjustable pressure regulator/overflow valve (in place of our restriction orvice)



These overflow valves (available for the VE pump) are adjustable and would operate at 26-30 psi like in the P-Pump application. As the engine operates faster, the lift pump operates faster. This, I think, would be a nice upgrade along with the larger fuel lines you have installed.



I have found that with the piston pump on my 92, it's way overkill as I only get into the throttle about 2. 6% of my drive time and isn't/wasn't worth the investment.



Maybe if I was drag racing regularly... ... ... ...