Refresh951's Hybrid Ultra Stroker Build
04-06-2014, 05:59 PM
#1366
Rennlist Member
Thread Starter
Bummer for you for sure.
04-06-2014, 10:16 PM
#1369
Rennlist Member
Thread Starter
04-06-2014, 10:20 PM
#1370
Burning Brakes
Excellent results as always.
A simple way to check if your fuel system is keeping up is to have someone watch the fuel pressure gauge during a dyno pull. Watch for pressure to drop. Those injectors should be good for close to 700WHP on E85. I strongly suspect the fuel pump is near it's limit.
The quick and easy way to add more capacity is to add another 044 in line and keep the in-tank 044. Hook up a boost activated Hobbs switch to trigger the inline pump.
A simple way to check if your fuel system is keeping up is to have someone watch the fuel pressure gauge during a dyno pull. Watch for pressure to drop. Those injectors should be good for close to 700WHP on E85. I strongly suspect the fuel pump is near it's limit.
The quick and easy way to add more capacity is to add another 044 in line and keep the in-tank 044. Hook up a boost activated Hobbs switch to trigger the inline pump.
04-06-2014, 10:28 PM
#1371
Rennlist Member
Thread Starter
Excellent results as always.
A simple way to check if your fuel system is keeping up is to have someone watch the fuel pressure gauge during a dyno pull. Watch for pressure to drop. Those injectors should be good for close to 700WHP on E85. I strongly suspect the fuel pump is near it's limit.
The quick and easy way to add more capacity is to add another 044 in line and keep the in-tank 044. Hook up a boost activated Hobbs switch to trigger the inline pump.
A simple way to check if your fuel system is keeping up is to have someone watch the fuel pressure gauge during a dyno pull. Watch for pressure to drop. Those injectors should be good for close to 700WHP on E85. I strongly suspect the fuel pump is near it's limit.
The quick and easy way to add more capacity is to add another 044 in line and keep the in-tank 044. Hook up a boost activated Hobbs switch to trigger the inline pump.
04-06-2014, 10:42 PM
#1372
Burning Brakes
whoops, I forgot we don't have an in-tank pump. 
Yes, adding a pump in series is the easy way to add more flow. It'll probably give you headroom for an additional 100hp. Adding a second pump in parallel will nearly double the flow, but it's more difficult to install.
Yes, adding a pump in series is the easy way to add more flow. It'll probably give you headroom for an additional 100hp. Adding a second pump in parallel will nearly double the flow, but it's more difficult to install.
04-06-2014, 10:54 PM
#1373
Wow 3" exhaust with almost 500hp... I'd imagine you'd pickup some more flow and better spool along with more hp/torque if you went 5"... You already have amazing results and great job BTW...
04-06-2014, 11:09 PM
#1374
Rennlist Member
Thread Starter
04-07-2014, 12:04 AM
#1376
Rennlist Member
Some interesting notes on a 484whp I5 Audi with a single 044 on E85:
Originally Posted by Hank Iroz
It is 4 bar. One interesting note on Darin's car, I noticed that the 12mm threads coming out of the 044 and also the oem filter were very small in aluminum( around .185" so I bored them out to .280" when we first did the install. We had pressure drop bad at around 440whp, but I was able to throw Duty Cylce at it to get it to make 470whp. Well, on this last revision, I replaced those fittings with steel versions I was more comfortable boring out more, and I was able to get around .318" of a hole. This made almost 40whp more headroom on the pump. At 485whp, it was just barely starting to drop pressure at 7000 rpm. This changes my recommendation on 044s now to saying 400whp with the oem check on e85, 425whp with aluminum fittings, 460whp with steel, then around 480 with a bored out steel. I think it could even go up to .340ish, but that is only around .020" worth of wall on 12x1mm bolt at that point. Probably best to keep it safe at around .030.
04-07-2014, 12:48 AM
#1378
Burning Brakes
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I believe you are running out of fuel due to restricted stock lines ,rail and pump.
Also use this or similar http://www.performancebyie.com/integ...erged-044-pump or have your buddy tig up a homebrew, not too difficult.
IMO, everything else is a temporary band aid. might as well get it done right from the get go.
Also use this or similar http://www.performancebyie.com/integ...erged-044-pump or have your buddy tig up a homebrew, not too difficult.
IMO, everything else is a temporary band aid. might as well get it done right from the get go.
04-07-2014, 05:27 AM
#1379
Nordschleife Master
Great power!
But from a scientific point of view I don't think it's fair to compare curves at different boost levels. To learn the results from the new intake the tests need to be at the same boost level. That would show on the torque curve how the different intake manifolds affects VE. If intake X gives more torque at Y rpm it is more effective (creates higher VE).
If I look at your dyno curves and normalize the boost levels I must say that the stock intake is still the better choice given the circumstances, even at top end rpm.
But from a scientific point of view I don't think it's fair to compare curves at different boost levels. To learn the results from the new intake the tests need to be at the same boost level. That would show on the torque curve how the different intake manifolds affects VE. If intake X gives more torque at Y rpm it is more effective (creates higher VE).
If I look at your dyno curves and normalize the boost levels I must say that the stock intake is still the better choice given the circumstances, even at top end rpm.
04-07-2014, 08:07 AM
#1380
I would imagine that running both intakes at the same boost level would show a higher torque drop from the stock intake.
Considering that Shawn has not touched his ignition profile and cam timing yet, I find these intermediate observations encouraging, and the real benefits of the short runners at higher engine speeds will show up once the tune is reworked to suit the short runners - this is IMO at least as necessary as running both intakes at the same boost level.
Considering that Shawn has not touched his ignition profile and cam timing yet, I find these intermediate observations encouraging, and the real benefits of the short runners at higher engine speeds will show up once the tune is reworked to suit the short runners - this is IMO at least as necessary as running both intakes at the same boost level.