mark kibort

the RRFR work great , as long as they are in working order. they either work, or leak in my experience with them.... the RRFR is much better for track duty and keeps the pressure up in the High rpm zones under full load. (WOT)

sounds like you found the culprit.... a disconnected WOT switch certainly will be an issue..

AO

How do you know?

No, I've not done any video tests as of yet. That track you saw is pretty short (1.4mi) so top speeds are only around 90... well maybe 100 now with the fueling mostly resolved. It's a very stout member and is attached to the fenders and lower radiator support (not sure what you call that). It just butts up against the spoiler. But you make a good point. I should see what's happening and maybe put some turnbuckles in. THat's a nice easy project.

I know... I'll get there. I actually had a camera mounted on the cage, but my instructor broke it accidentally when getting in the car. I just happen to like this view. These cameras do a really good job. I was thinking of getting one to point out the back.

Yes... there is a lot of power being left all over the track. I was running a 1:29, and I should be able to shave 10 seconds off just with improvements in skillz.

The PorKen chips were designed to work with the 87 FPR, so that's what I'll put in. Then I won't have to think about it. I'll keep this one as a spare/backup.

mark kibort

How thick is the aluminum sheeting? if its pretty stout, it might not bend, and it will then be a question of the splitter pulling the air dam down. the pressure build up is about .11psi at 80mph and it goes up by the square from there faster.

at 120 to 130mph, all sorts of things happened to mine, made of thinner aluminum sheet. I had to add struts or cables to stabilize.

take a picture of how you have it built up and we can tell a lot about if it will be safe at the higher speeds.

as far as AFR control, yes if you are using the porken chip, then the designed regulator is the way to go because you are changing the injector duration for mixture, not pressure.

AO

I'd say it's about an 1/8" thick. Again it DOES NOT bolt to the spoiler. But there is quite a "lever arm" sticking out there. Getting a couple turn buckles might not be a bad idea.

You can see it here: http://perfexmfg.com/products.php

Cosmo Kramer

Above 16 is pretty safe? Did you mean to say that or did you fat finger the keyboard!

mark kibort

yes, above 16-17 is pretty safe. why, do you disagree? 16:1 would produced less heat in the engine than a rich mixture of 8:1 However, not desirable for a power optimization perspective, it can be quite safe.
kind of joking, yes, in a car it's not practical like it is in an aircraft to run "lean above stoich", but you can at near 75% power settings. but too lean is not good either as you get misfiring and then that produces contaminants that foul plugs and valves.

mark kibort

yep, saw the ad..... that's going to be a problem. there is enough force at 120mph to probably cause a major problem,and you dont want a piece of aluminum under a tire on a straightaway in the braking zone
put a couple of cables at least, if not 3, for when you get to speeds above 120mph.

here is what happens:

GregBBRD

Actually, what you really need to do is get the FPR for the 1988-1995 application, with the 16mm x 1.5 threads. I make a custom line that goes from this regulator to the "early" fuel cooler (instead of that two piece hose set-up with one hose rubber, the other hose plastic, and that crazy adaptor on the back of the block....what the hell were they thinking?) This is what I do for "early" 1987 street cars and 1985-1986 cars with Porken's chips.

If someone has a race car and is not running the fuel cooler (no A/C, so it's not necessary), I also make a line that goes from the 1998-1995 regulator directly to the junction block on the firewall, eliminating another couple places for leaks to occur.

"Race cars" need to be kept simple and have as few fuel connections as possible. Every connection is another place for a leak to occur.....and adds complexity that not only isn't needed but is also completely undesirable.

Rob Edwards

Here's the world's worst pic of Greg's FPR to hardline return hose:

GregBBRD

I've got some experience with this....

16 to 1 is only going to work on trailing throttle and perhaps in very low load for very short distances.

Engine damage will occur attempting to maintain freeway speeds on level ground.

Speedtoys

Let him roll with it, after all, that stroker he's tuned runs so fine.

mark kibort

interesting that lycoming would disagree with you entirely. point is moot, in that it would be hard to get a car to tune at 16:1 anyway, but in actuality, it wouldnt ping there. just be low on power.. very low! in fact, calculated egts and chts would be the same if the car was running at 8:1. you see greg, as you go lean, the temp goes down substantially, right up until you start to miss. as does the power too, so the entire discussion is just that..... a discussion.

mark kibort

You have any advice on how the "stroker" could run any better? plugs are clean, power is good. fuel is in the 12.6 to 12:1 range from top to bottom.... you think there is power there to be found? maybe with spark, but what do you think you could gain over my "tune" with the stroker?
Isnt it funny how my car has held together over 15 years of racing while others are blowing up left and right? hmmm maybe i have learned things from those that are or have been doing it right.
If i remember correctly, anderson and Fan had the same tune as i did and their cars ran pretty well. they put out 410 rwhp but had intake mods, hotter cams, drysump (marks) and bigger port headers and bigger valve heads. mine at 380rwhp is not too far behind...... but what do i know!

Cosmo Kramer

All I know on my supercharged car if I ever saw the AFR above 13-1 under load I would **** a brick. If I saw it at 16-1 I would **** 2 bricks!

mark kibort

13:1 ok
14:1 danger
14.7:1 pinging and things blowing up
16:1 not much danger
17:1 no danger
18:1 no heat, but no power and misfires

Danger = high CHT and EGTs