Tony

i sure hope he see more than Atmospheric pressure at WOT?

BTW, Mike, thanks for stepping up and helping to explain some of this stuff and the idiosyncrasies to the guys here even though you were not selling the kit.
If Andy has the time to send an email to Darrien, he has time to help folks on here with the questions. I know...onward... but its BS that he can lurk and not help. very nice.

Bill Ball

OK, I moved the vacuum source for the bypass over to the throttle housing instead of the manifold and plugged the T outlet. I dunno why but my vacuum readings at idle are higher, running 25. Used to be 18-20. The idle seems much more stable. Not 100% but improved. It's kind of cold today, so this is not a good test. Perhaps in moving the vacuum source I sealed up the intake system boots a bit better as I did have to remove the throttle housing to get to the unused (plugged) vacuum nipple underneath. The boots do require very careful placement. As everyone knows, they can seem fine but really aren't unless you get everything just right. The bypass closes as soon as you give it gas, even just a little and reduce the vacuum even partially. Wonder if it is working better this way. Don't want to make too much out of this just yet.

mspiegle

I believe your SC is of the same model (M112 right?). The way I understood it is that either the casing or just the snout is slightly different. For example, take an M112 from a cobra and an M112 from a jaguar and they're *almost* the same except for a few measurements.

IIRC, Andy decided to go with the jaguar model because of cost and availability.

BrianG

Tony, somewhere earlier in this thread Mike mentioned that Andy spec'd no BEGI for Jag/Eaton applications running 4 PSI. I guess the OEM early fuel presssure regulator could keep up with fule flow required in that application.

mspiegle

Yes, the "spacer/adpater" I refer to is the same as the quick-change adapter. You should be able to use the autorotor pullies with this adapter - but they must be modified in a special way to fit the quick-change/spacer/adapter.

mspiegle

Andy determined at some point in time that the stock 928 fueling system (with a couple easy mods) could handle a few pounds of boost. I think if you're making under 375rwhp, you could upgrade your injectors, use 85/85 regulators, and that would be enough. Don't quote me on that though...

mspiegle

Talking to people about their 928s makes me feel like I still have one

Anyone wanna trade 2 E30 BMWs for a 928?

I'm sure you guys have heard it a million times, but it isn't BS... Andy is actually incredibly busy with a few things on his own plate right now... especially within the last 2-3 months.

mspiegle

Keep us posted!

25in of hg?! Holy crap, i've never seen that much on a 928 before.

mspiegle

roger that. You had to make 1 minor mod, but it works. I've seen the AFR graphs as proof.

Bill Ball

Excellent.

If they can be modified with a hacksaw, I can probably handle it.

Bill Ball

Yeah, I thought it was odd too, but the car seems very happy now, with a smoother idle.

Rick Carter

Originally Posted by mspiegle
Mike,
Magnuson can make a snout "any" length needed. It was more cost efficient to have a spacer machined for the Jag M112 I have.

Daryl

Bill,
Have you tried unplugging number seven to see any difference to the idle?

Tony,
I am running 8 lbs boost intercooed, no BIGI, only an 85-86 fuel regulator and the two dampers. I have 30 lbs pressure at idle and I don’t know what it is at full acceleration. I do know that the A/F gauge sees 12s. flat out. This how Andy told be to do it!

Quote from one of Johns posts earlier:

“The development car runs 42#injectors with a stock S4 fuel system No RRFPR or other device. It is fully mapped up to 495HP crank. That's just an example”.

Someone please tell me how to make those nice grey boxes with the quotes in side.

mspiegle

Ah, so you DO have a jag unit. Are you saying that you tried this with a stock jag pulley and it didn't work?

Daryl

Tony,
Forgot to mention, I am using the Red Ford #30 injectors.