Louie928

Maybe a little whiff of nitrous whenever the need arises.

pmotts

Marc,

One of the 1st things Louie mentioned last night was Marc really know's his ****... or something like that.

Abby Normal

Awesome work, Professor!

Louie928

Y'know that is really true. Marc has several thick notebooks of data he's collected on stuff he's found that works, various port/valve configurations and the results of each. Other stuff that blew me away when I saw his stash. He's a rather detail oriented guy. This engine took a long time, but I'd have just found more ways to spend money if I had it sooner.

sharkmeister85

I'm gobsmacked! When I saw the dyno graphs the coffee I was drinking just about went down my pants. That's not a torque curve, its more like a torque "line".

Or you could unreasonably take the highest number, apply a non-standard TT/TS/CS semi-variable BS factor derived from the old "Bench-Racing" scale with a "mine-is-bigger than yours" exponent (you must of course use a reduced/increased (?) gear ratio multiplier with the exponent!) and probably get an easy power number of say... 694. Oh what the hell. Why be so conservative? let's just round that baby up to ...700.

Any way you want to figure it, doesn't make that much difference. Your long hours and diligence are paying off big time!
Glenn

Louie928

Thanks Swaybar,
I figured out a method to zero in on the A/F ratio you want from the A/F ratio you have so it's not too difficult. Just takes time and being patient enough to have close to the same conditions for each run. Usually 2 or 3 runs was enough for each throttle position setting. However, that could take 2 hours.

Scott M.

Louie;

What fuel management software/piggyback are you using? I believe you mentioned to me that it wasn't an SMT-6.

Louie928

Glenn,
Is gobsmacked a good thing? You are right about the long hours. Maybe even due diligence. I've often thought that what I was laboring over was to produce a result about like a higher boost TS 5L at about 2 or 3 times the cost. Of course when I started this, TS 928s wern't around, and I wanted simplicity and lots of cubes.

Louie928

Scott,
I'm using a stand alone ECU. The brand is DTA, and model is P8 Pro. http://www.dtafast.co.uk/

The software is vintage Windows 3.0, controlled by part mouse and part function keys complete with a few undocumented "features". Obviously poorly imported from a DOS program. The automatic fuel correction map they tout I find to be not reliably usable. The basic hardware/firmware part does have many features, many of which I'll not need such as traction control, launch control, turbo anti lag, and more. Everything I needed worked as advertised. I grew to really like it and got fairly proficient at tuning with it. I went to the standalone ECU because I do not use the MAF. I also wanted to eliminate the distributors and thought sequential injection with timing of the injection pulse would be an advantage. Individual cylinder fuel trimming is available for fine tuning when I get the EGT system working. I'm a DTA dealer so maybe a bit biased, but as you can see, no salesperson.

John Veninger

Excellent work Louie!!!


MK wrote:
I'll remember that

Jim R.

That is one beautiful piece of work. I am constantly amazed at what can be done with these cars.

Louie, that is one awesome ride you have there!

Jim

H2

One thing about Professor Ott, he thinks carefully each step of the way. And he doesn't trip very often, if ever. I'd trust him implicitly with any thing I own.

Harvey

Louie928

Thanks Mark,
Not supercharged. That was an attempt at a joke because what I got is what I got. I have no pulleys to change and get more.

The intakes will fit under the hood just barely. I think the stacks are too short to take full advantage of the resonance tuning effect to enhance the normal torque peak around 4500 rpm. You can hear it "tune up" starting at around 5000-5500 and the sound extends to where I shut off at 6600. They do, however, extend the torque range at the top end which is what I wanted. I don't know where the top end of the tuning effect would be. You could probably run it out to 7200 before the hp peak fell much. That won't happen on this engine. The piston speed is very high at 6600. If the high rpm oiling issue is solved for the 5.0L engine, I think this would make a super high rev setup. My next project. The air horns were 2" long above the TBs. Total intake runner length of about 10" I tried a set of air horns 3" long with no discernable difference in the torque curve. It may take horns 6" to 7" above the TBs to see an effect down lower. Longer horns should increase the torque more in the middle, but I didn't want more there so this is just fine.

Louie928

Thank you. As I was working my way up the power band getting the mixture as close as I could, the first 20% of the throttle wasn't anything special. Pretty normal behaving. Around 35% it began to wake up. 50% was 478hp or so and I thought wow!, a beast on my hands. Above 500 and it got scary with lots of runs to 180 mph and I'm wondering what happens if this thing breaks loose. Well, I know what would happen. I had my neighbor come over and check the tie down straps for any weird behavior. His comment was, "Solid as a rock. Did you know that big flames shoot out of the exhaust when you hit the rev limiter?" When I finished last night, I couldn't help but think that this is the way they should have come from the factory. 911? What's that? A phone number.

JKelly

I feel so small .