-FINALLY DYNOED, PRETTY HAPPY WITH IT- shitty track times inside
08-13-2008, 07:23 PM
#31
0.0 BAR
Join Date: Jan 2006
Location: Mother Fucking Washingtion
Posts: 0
Re: -FINALLY DYNOED, PRETTY HAPPY WITH IT-
Ive always done my d's arp's to 80lbs. Ive always done it at 40lbs in order, then 60, then 70, then 80. Im sure its overkill, but ---- it I haven had a problem. Replace your hg and then torque the ---- out of them.
08-13-2008, 07:38 PM
#32
3.0 BAR
Join Date: Jan 2005
Posts: 1,537
Re: -FINALLY DYNOED, PRETTY HAPPY WITH IT-
Originally Posted by Joseph Davis
I have no E85 experience, but the stuff is supposed to be great even if the blend does change seasonally. You should be able to make more than 320 off it, but me having no practical experience with it I can't say.
Get those dyno graphs pls.
Get those dyno graphs pls.
08-13-2008, 09:22 PM
#35
0.0 BAR
Join Date: Sep 2003
Posts: 0
Re: -FINALLY DYNOED, PRETTY HAPPY WITH IT-
E85 you should be able to make gobs of power on a D-series before they implode upon the failures of being a small bore, inefficient engine.
There are a couple tricks to keeping D-series from having coolant issues.
1) Headgasket and headstuds. Primarily over torquing the studs a good bit helps a great deal when using a quality stud(ARP). I forget the numbers but go on evans-tuning.com and Jeff posted his numbers that he uses with success. I believe they are similar to those posted below by ratcityrex.
2) Ignition timing. Don't run a lot. Simple as that. You are on E85 so you are not octane limited but you are going to have issues with D-series cylinder pressure in general because, D-series are small bore, inefficient engines. You could probably knock off 2-4* of timing, lose 5-10hp and not have cooling issues. Then raise the boost pressure another psi and knock the timing back another degree and make 20hp more. So in the end, you net +10hp and don't have cooling issues.
2) a. Run an EMS that actually controls timing well.
There are a couple tricks to keeping D-series from having coolant issues.
1) Headgasket and headstuds. Primarily over torquing the studs a good bit helps a great deal when using a quality stud(ARP). I forget the numbers but go on evans-tuning.com and Jeff posted his numbers that he uses with success. I believe they are similar to those posted below by ratcityrex.
2) Ignition timing. Don't run a lot. Simple as that. You are on E85 so you are not octane limited but you are going to have issues with D-series cylinder pressure in general because, D-series are small bore, inefficient engines. You could probably knock off 2-4* of timing, lose 5-10hp and not have cooling issues. Then raise the boost pressure another psi and knock the timing back another degree and make 20hp more. So in the end, you net +10hp and don't have cooling issues.
2) a. Run an EMS that actually controls timing well.
08-13-2008, 10:10 PM
#37
1.5 BAR
Thread Starter
Join Date: May 2005
Posts: 673
Re: -FINALLY DYNOED, PRETTY HAPPY WITH IT-
Originally Posted by Dmc1
Yeah with that much boost making 300hp your timing on a d should be getting close to or at single digit's. I tuned one the other day and it ended up at like 11 degrees at 16psi.
08-13-2008, 10:29 PM
#40
0.0 BAR
Join Date: Sep 2003
Posts: 0
Re: -FINALLY DYNOED, PRETTY HAPPY WITH IT-
E85 is race gas. 105-107 octane fuel is pretty hard to make ping at 300ish whp. You would have to run retardedly high ignition advance to get the engine to blow via detonation. The question is, did they actually need to run all of that advance or did they simple run all that advance because they could?
