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| FINALLY made some boost/horsepower... https://mail.slantsix.org/forum/viewtopic.php?t=51063 |
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| Author: | emsvitil [ Fri Apr 12, 2013 1:29 pm ] |
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What about E85 for high octane? |
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| Author: | billdedman [ Fri Apr 12, 2013 1:50 pm ] |
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Thanks for the good indo, Lou. We have been running 100 Low Lead av gas, exclusively,(plus 100% methanol in the Boost Cooler,) but this car is driven so little that I am really curious about that sensor. I'd say that all the drive time on that sensor, probably is, realistically, 6 hours, or less, total. Tomorrow, I will install the new one and see if the numbers still hang... I'll bet they don't. If they do, I'll have to look elsewhere for a "fix." The jury's still out on this 750, until, at least, I get some reliable numbers from the oxygen sensor. I'll let you know, Thanks for your insight and thoughts on the 750 as opposed to the 600-650. Bill |
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| Author: | DusterIdiot [ Fri Apr 12, 2013 2:39 pm ] |
| Post subject: | Yes. |
Quote: VP sells an unleaded racing fuel for the newer cars with O2 sensors and Cats....
x2 on that, but you may have to order it by barrel or 5 gallon pail for the 98/100 octane no lead/no alcohol variety. They don't stock that locally here since the 110 leaded is popular with the V-8 crowd and can be had out of the local distributor's pump at about $9/gal (bring a gas can, they won't pump it into a car directly).I did a lot of that leg work because my O2 sensors were acting 'wonky' after putting 5 gallons of 110 into my gas tank (which had been full of 92 E10), and was looking at the high octane/no lead blends for EFI use. -D.Idiot |
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| Author: | emsvitil [ Fri Apr 12, 2013 3:33 pm ] |
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100 LL avgas really has lots of lead in it............... I thought 76 sold 100 octane no lead. |
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| Author: | emsvitil [ Fri Apr 12, 2013 3:37 pm ] |
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Here's Sunoco's racegas finder page: http://www.racegas.com/fuelfinder |
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| Author: | slantzilla [ Fri Apr 12, 2013 4:23 pm ] |
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Around here Speedway has 100 no.lead at some stations. |
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| Author: | billdedman [ Sat Apr 13, 2013 11:13 pm ] |
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Quote: The jury's still out on this 750, until, at least, I get some reliable numbers from the oxygen sensor. I'll let you know, Thanks for your insight and thoughts on the 750 as opposed to the 600-650. Bill UPDATE: Today, we got the new wide-band, data-logging, (F.A.S.T.-brand), A/F-ratio meter's O2 sensor replaced (it was lead-poisoned, I guess) and did a test-run in the turbo car, and here is what I learned: Strange things are happening... At full throttle, (with 10 pounds of boost,) the A/F ratio is perfect at 11.6:1. That's with the water/alcohol BoostCooler spraying. Dunno how we lucked out and hit on just the right amount of enrichment crutches (BIG jets, float bowl vent extensions, and a boost referenced power valve,) but there it was; a brand new meter said it was 11.6:1 and I am lapping that up like honey!!! It's been a long and arduous road to this point. I'd bet we have had the float bowls off that carb (for jet changes,) at least ten times! Probably more... Here's the strange (bad) news: All the time the engine is NOT on boost, the meter says the A/F ratio is 9.6:1.... Idling, or just driving down the road. That is rich enough to wash all the lubrication off the cylinder walls... not a good thing. Adjusting the idle mixture helps the mixture richness at idle, but as soon as the throttle opens, it reverts back to a 9.6:1 ratio. Now, we are stuck: It finally has the right amount of fuel (exactly, apparently,) to escape detonation under boost, but the mixture is so rich at all other times that driving it like that would wear the rings out, in short order. I don't dare try to lean it out for fear of destroying the excellent A/F ratio it is showing to have under boost. What to do? It is so rich, that it runs noticably rough at part-throttle.... Tried a couple of stall start launches, today, and they went like this: First one at 2,000 rpm... a disaster with probably a 3.5-second 60 foot time... Engine had no power as soon as the brake was released, and it limped off the line, only to come on like Gangbusters two seconds later... Second one: 2,500 rpm stall... left okay, but obviously needs 3,000 rpm to really haul the mail out of the gate, but on an un-treated surface like we have on the street, makes for too much wheelspin. I may have to install bigger brakes off a pickup (this rear end housing is a B-Body setup swapped out of a '69 Cornet.) The pickups have 1" larger diameter drums and wider shoes and are, I think, pretty much a bolt-in. The brakes we have now, don't hold the motor at a 3,000 rpm stall very well. Starts trying to spin the rear wheels... It may not do that on a VHT-treated strip; we'll see. I will go to great lengths to avoid the installation of a trans-brake, for reasons I won't get into, now... But, at a 3,000 rpm stall, this thing moves well (when it hooks,) off the line... Better than my '72 supercharged, 360-Magnum, powered '72 Valiant (3,400 pounds.) I am happy, but confused and don't have a clue as to what to do... Ideas????????????????? |
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| Author: | Rug_Trucker [ Sun Apr 14, 2013 9:05 am ] |
| Post subject: | |
C body 8 3/4's can have 3 x 11's. The backing plates are recessed. |
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| Author: | billdedman [ Sun Apr 14, 2013 12:16 pm ] |
| Post subject: | C Body brakes for my A body... |
Thanks a lot, Trucker!!! I appreciate that! Didn't know that... Bill |
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| Author: | Turbo Toad [ Sun Apr 14, 2013 1:42 pm ] |
| Post subject: | |
Bill did you check or adjust either your fuel pressure or float levels at all since the last time you went out. Also does a new wideband need to be calibrated when you change or replace them? Just thinking out load. Did you get that email! AARON |
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| Author: | billdedman [ Sun Apr 14, 2013 3:45 pm ] |
| Post subject: | PVCR gaames... |
Aaron, No and no... at least, I didn't see anything about calibrating this F.A.S.T. wideband fuel ratio monitor anytime. Fuel pressure is at 6psi, and hasn't changed.... and the fuel level in the float bowls will just barely run out the sight plug holes if you rock the car from aide-to-side. I talked to Tom and he said to drill the PVCR holes to about .090" and cut back on the primary jetting. I'll try that. I have .091's in it now. I'll cut them back to .080" and swee what happens. We'll git r dun; it will just take awhile... Bill |
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| Author: | terrylittlejohn [ Sun Apr 14, 2013 4:57 pm ] |
| Post subject: | |
with the jetting you might have to try reducing the main jet size and increase the power valve channel restriction. go up half the difference of the jetting down size, you don`t want to open up the pvcr too much at a time. when your on the street are you running race fuel and 100% methonal? |
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| Author: | Shaker223 [ Sun Apr 14, 2013 6:27 pm ] |
| Post subject: | |
Hey Bill, I would not go to 0.090" right away on the PVCR....incremental is better because once you open up the PVCR you can't go back. |
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| Author: | billdedman [ Sun Apr 14, 2013 9:22 pm ] |
| Post subject: | |
Quote: with the jetting you might have to try reducing the main jet size and increase the power valve channel restriction. go up half the difference of the jetting down size, you don`t want to open up the pvcr too much at a time. when your on the street are you running race fuel and 100% methonal?
Terry, That is good advice (from both you and Tom) and I'll take it. Maybe I'll drill it in .010"-increments and test. And yes, it lives on a diet of LL100 av gas and pure meth in the Boostcooler (sprayer.) I appreciate the advice! Bill |
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| Author: | billdedman [ Sun Apr 14, 2013 9:24 pm ] |
| Post subject: | |
Quote: Hey Bill,
Good thinking from both you and Terry! I am just impatient... You know me!I would not go to 0.090" right away on the PVCR....incremental is better because once you open up the PVCR you can't go back. I'll take your advice, for sure!!! Bill |
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