Dyno'd Blown 557 on e-85 - Page 2
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Dyno'd Blown 557 on e-85

  1. #15
    Head Janitor FormulaZR's Avatar
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    It's a shame that E85 still has some availability problems (depending on where you live, obviously).


    I'm under the impression that I could actually run forced induction with near 11.5:1 compression with the stuff?


    "No, my boat doesn't need any more power" - No one ever

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    Quote Originally Posted by gn7 View Post
    Is that what your calling now? There is alot he keeps from you. And probably with good reason

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    Quote Originally Posted by getrdone View Post

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    Thumbs up impressive info

    nice job- bump

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    One more thing I would like to add. I have been running an MSD 7AL ignition. Its the older gold model. I have a 7AL red box that fails every time I run it after an hour or so. Of course MSD can't find anything wrong with it. However I "was" running an adjustable timing control for the last 8yrs. On the dyno I borrowed a used one from a friend. After the knock sensor went off I double checked the timing and it was up over 37*. So I reset it at 32* and it happend again. The timing control was all over the board. When I put the motor back in the boat I discovered that one is doing the same thing. The timing moved as much as 15*s. So naturally it is no longer a part of the set up. For those of you who may be running them I would strongly suggest you check them frequently. I have one in my mustang & I believe its been ok? I will be checking. As for these higher hp motors I think they are a major no no.

  8. #20
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    Quote Originally Posted by MAXIMUS View Post
    One more thing I would like to add. I have been running an MSD 7AL ignition. Its the older gold model. I have a 7AL red box that fails every time I run it after an hour or so. Of course MSD can't find anything wrong with it. However I "was" running an adjustable timing control for the last 8yrs. On the dyno I borrowed a used one from a friend. After the knock sensor went off I double checked the timing and it was up over 37*. So I reset it at 32* and it happend again. The timing control was all over the board. When I put the motor back in the boat I discovered that one is doing the same thing. The timing moved as much as 15*s. So naturally it is no longer a part of the set up. For those of you who may be running them I would strongly suggest you check them frequently. I have one in my mustang & I believe its been ok? I will be checking. As for these higher hp motors I think they are a major no no.
    I had the very same thing happen on my NA BBF with my MSD unit in my old hallett. It increased my timming enough that it caused the engine to hurt two pistons. I sent the box back to MSD and said no problem. Had them test it again for a longer period and then they found the problem. But by then the damage was done. I should have known better when it became hard to start, but I had to get back to the ramp to check it out. No more MSD for me.

  9. #21
    Senior Member Reservoir Dog's Avatar
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    Hey maxxi, I'm planing on building a 522 injected e-85 motor for my flaty. I have a 14-71 and a 8-71 both are stripped for alky, I have bird and and bug catchers, and for ignition inane a msd pro mag 22 and a msd 6al. Heads are ported sr 320 darts and the cam is a isky rr737b w/ 112*lc.My boat will see mostly lake racing/ cruising. I have to order pistons still. I was wondering what your thoughts might be on my parts selection. It sounds like you and your tuner have the fuel curve dialed on the Ingection, would a duplicate barrel valve work on my combo. Any help or info on my combo would be greatly appreaciated. Thanks Trevor

  10. #22
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    Quote Originally Posted by Reservoir Dog View Post
    Hey maxxi, I'm planing on building a 522 injected e-85 motor for my flaty. I have a 14-71 and a 8-71 both are stripped for alky, I have bird and and bug catchers, and for ignition inane a msd pro mag 22 and a msd 6al. Heads are ported sr 320 darts and the cam is a isky rr737b w/ 112*lc.My boat will see mostly lake racing/ cruising. I have to order pistons still. I was wondering what your thoughts might be on my parts selection. It sounds like you and your tuner have the fuel curve dialed on the Ingection, would a duplicate barrel valve work on my combo. Any help or info on my combo would be greatly appreaciated. Thanks Trevor
    Blower size would depend on how much boost you are planning on running. I am running my 14 about 18% over & getting 15lbs of boost. Eric at blower shop thought an alky strip job might not work with the E-85. I would give it a shot but if you are running port nozzels I would keep them small and put as much through the blower as possible. With a little marvel in there I think it would work fine. Just my opinion. The blower on the dyno and in the boat was condensating up pretty good in some really hot weather. I think I could run more boost but its a real hand full right now. Run the bird catcher and depending on how you go about your fuel system your current barrel valve with a gas spool. I don't believe a K-valve is necessary. What we found was an 80-A fuel pump was falling off on fuel psi due to the amount of volume needed to run an additional 30%. I switched over to a waterman style dual gear pump and picked up the psi by abot 20 lbs which changed the fuel curve a ton. I ended up not using the high speed lean out.

    Now I just got back from a week in Parker & spent a lot of time with the boat & messing with the tune up. The realitive altitude or Density air at parker was close to 4000'. In the dyno room it was closer to 2800. I came off the trailer richer than hell. I ended up leaning it down .027 and hit the mark. The fuel curve is pretty much rich all the way to full throttle. I was running my spring tension on the mid range by pass around 55 psi from the old tune up. So it was very aggressive on the cruise range. I dropped it back down to 18psi and it drove much more forgiving. The fuel curve looked great until 4100 and it went dead lean. So I ended up with about 25 psi in the bypass. It is still pretty aggressive under 3500 rpm but the fuel curve is much better. At just under wot it wants to go a little lean until the bypass door closes and its getting all the fuel. I think this winter I am going to try running a high speed bypass, a larger jet size & drop the spring psi back down to 18lbs. With the wide band & my race pack I can watch the fuel curve really well.

    The one thing that makes this stuff so nice is the tunning window. It is very forgiving. I messed with the jetting a ton & the changes were somewhat gentle in comparison to running a blown gas deal. A few pills sizes and you can go from ok to way rich or lean. .005 didn't make or break the deal.

  11. #23
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    Man what a easy setup. Well, who would want to do a setup like that running race gas. Sounds like you are having a easy time running E-85. Tuning dosen't sound difficult. Good job MAXI...

  12. #24
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    Quote Originally Posted by MAXIMUS View Post
    . I think I could run more boost but its a real hand full right now.
    Now that's a sig line if I ever saw one.

    Twin Turbo 1800 HP V-Drive lake boat

    http://s621.photobucket.com/albums/t...t=MAH05771.mp4

    Quote Originally Posted by Trigger View Post
    No one cares about your buddies old antiquated garden hose technology.
    Quote Originally Posted by MAXIMUS View Post
    I think I could run more boost but it's a real hand full right now

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    My 8-71 made 11# of boost at 4% overdrive on my 550 w/ the dart heads and two 1150 dominators. For fuel pumps i have two dsr's and a enderle 110a. Not sure of the size of the dsr pumps.



    I was planing on runniga round 9-9.5:1 compression, and was thinking a out keeping at 11# of boost
    Last edited by Reservoir Dog; 08-15-2011 at 03:35 PM.

  14. #26
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    Quote Originally Posted by Reservoir Dog View Post
    My 8-71 made 11# of boost at 4% overdrive on my 550 w/ the dart heads and two 1150 dominators. For fuel pumps i have two dsr's and a enderle 110a. Not sure of the size of the dsr pumps.



    I was planing on runniga round 9-9.5:1 compression, and was thinking a out keeping at 11# of boost
    Then save the weight. On my GN the 8-71 makes 11 lbs of boost at 3 % over and 6800 rpm on a 468. This is a billit blower from Eric at the Blower shop stripped for gas and running c-16. The 14's are back breakers for sure. On my pleasure boat I like the bigger blower for longevity. I have some more ideas on cleaning up my fuel curve but need some time to test. Really you can either call Jimmy at Enderle and give him your current set up & he will give you a starting point with the e-85. Then you can tune from there. After you have messed with Gas you will really enjoy the ease of tunning this stuff.

  15. #27
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    Quote Originally Posted by getrdone View Post
    Man what a easy setup. Well, who would want to do a setup like that running race gas. Sounds like you are having a easy time running E-85. Tuning dosen't sound difficult. Good job MAXI...
    I have 2 more set ups similar to this on race gas genius... I won't take them out of the garage for 700+ dollars a drum. When they get switched over then I will start running them as well. Both my stack injected motors will be getting switched over as well. Now my 500 inch ski motor is on 91 octane and makes no sense to switch it over. I have notes on all the tune ups so if one day this fine fuel goes away I gan take 10 min and switch them back over.

    I would like to meet you in person and see if your eyes line up straight...

    So many people can be Keyboard cowboys and sit in a dark room talking shit! Know what I'm say'n...
    I like the fact I can see Bob in person and give him a swift kick to the nuts from time to time... Now FC pilot is a different story! That dude is a monster! I like to use words like sir, please and thank you so much!

    Carry on geterdone & lets see what other brilliant posts you can throw out there that add up to a big Zero!

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    Quote Originally Posted by MAXIMUS View Post
    Not sure maybe 9.5 to 10.1, my engine builder/nazi won't tell me. Don't ask... its complicated... The heads are Dart 360's that were worked over by Bob Morgan. 1471 mooneyham, with an enderle bird catcher & a K valve. Ended up not needing the high speed lean out. Instead I switched from an 80-a pump to a waterman style twin gear model. Dropped the hat nozzels down 9 thousandths & dropped the main pill a touch. Increased the fuel psi from 30 psi total to 80 psi. Made a big change in the fuel curve. Then Jim at Enderle made me another spool for the barrel valve based on the information we gave him. With all these changes the fuel curve was steady from 3000 to wot.


    The air temp in the dyno room was a touch over 80 degrees. The relative altitude during testing was 3000 feet. The numbers mentioned were uncorrected. The pulls started at 3000 and the motor excellerated up through the rpm to a limit at 7 k. No flashing numbers or any smoke and mirrors. Carson is pretty serious on the dyno & is not interested in a bunch of b.s. Another cool feature was I ran my IMCO Power flow exhaust from the boat on the dyno. I am sure they are a bit restrictive for what the motor is trying to do but its all I have and good enough.
    Your engine builder?? So you don't even work on your own engine??It's complicated?? So you don't even know . Sounds like you just repeat what people are telling you...

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