The 454SS does it again. Little G's turn...
 

So yeah, I'll let Matt post his times but I'll tell you now that it's faster than Little G. Not by much but it's faster.
Matt's also running without enough fuel so expect his mph to go up and ET to go down significantly when he's got the fuel flow.

Re: The 454SS does it again. Little G's turn...
 

Uh oh. Am I in trouble, John?

Re: The 454SS does it again. Little G's turn...
 

I can promis you that you will be once his fuel starvation is corrected. As of right now, you're in the clear.

best run of the day

.160 r/t
1.989 60'
5.683 330
8.757 1/8
80.06 mph
11.411 1000
13.663 1/4
99.79 mph


need more fuel...and a day thats not 300 degrees and im huntin down 12s

Thats crazy man. Congrats!

Re: The 454SS does it again. Little G's turn...
 

I think I'm good to go for right now. Nice time Matt. We gotta get you into the high 11's and show these f-bod guys what's up. After I get my belt throwing problem "debugged" I think I'll be in that neck of the woods. On the one full pass I made without the belt popping, I went 13.64. That was half throttle shifting at 4000 ( about 4psi of boost and it's capable of 15lbs) and blowing the tires off through 1st and most of 2nd. Then I got brave, put the slicks on, mashed it to the floor and lost the belt at around the 100' mark....15.90 @ 67mph....goddamn belt!

That reminds me....Get a blower, Matt. Or a little juice. :twisted:

yea dave...we gata show these f-bods that pickup trucks own !

time to update your sig matt :) great time though...sounds like theres alot more in it though

congrats on teh times matt. now get a new locker!!!! lol

later
tim

:redblob: :banana: :cool: 8)

There was an SRT8 (425hp 300c) there that ran a high 13 at 102mph. It only had 800miles on it so it's still in the "break in" period for that car meaning it's not putting down as much power as it would if there were 3000miles (it's a warranty thing). Considering that and let's SAY it was making 425hp, then Matt's truck is bookin :) .
TBI owns all, you will see. Think of it this way, TBI owners save $$$ to put into POWER making mods ;) . The rest just keep blowing it on purchasing a hand-ful of injectors and crappy cold air intakes that do dick when it's over 100 on the track.
There's also a very techincal reason why TBI does so well in the hotter weather. The only hint I'm giving is the reasoning power-adder guys are adding extra injectors WAY upstream :wink: .

Damn, I'm impressed. How does a truck with no weight over the rear and no posi pull a 1.9x 60'?? Very nice work!

psssst...post your new times in the timeslip list...sticky in the lounge

big sticky tires

not big...****in monstrous :D

29"x10"x15" Hoosier D-5's

Matt - get the fuel pressure turned up! Great runs, well worth the sunburn on my face :)

- Justin

Sounds like you need the vacuum reference fuel pressure regulator that automatically adjusts the pressure based on vacuum.

NAH. I tried that years ago and so did a few of my friends. None of us liked it. The only time you need to vac reference the pressure regulator is when the injectors see the manifold vacuum. In our case the injectors are always seeing atmosphere (above the throttle body). When you install a vac.ref FPR it helps ONLY if you don't have a good tune. As it stands Matt's got a decent tune but I can't command the injectors to stay open any longer. They're stuck open from like 3500rpm and up (static) meaning he's lean up top where he could be making some monsterous power. The only tuning we did was remove a couple degrees and add a few. Adding a few did appear to make a difference since with a hot engine he ran a better ET... lean engines need more timing... so again, he NEEDS to increase the fuel pressure if he wants to make more power. Right now it's just a torque monster when it could be a torque and horsepower monster.

From what I've read, the VRFPR will give a higher fuel pressure at max than any of the adjustable FPR so that's why it works better. Sounds like you guys it had it hooked up to the wrong vacuum source. But another restriction could be his fuel line. The factory fuel line is pretty small and can restrict the hp potential in the 450 hp + range which sounds about where he is.

i dont think he has even an adjustable fpr...either that or he just hasnt bumped it up to where it needs to be.

I don't know exactly what he has, but I know that he needs to take the top of the throttle body apart to get to the fuel pressure adjustment.

<-- TBI stupid....

- Justin

It won't do that, it's actually the opposite. What it does is use the "set" fuel pressure at WOT and cranking (no manifold vacuum) and then when there's vacuum it will pull DOWN the fuel pressure. So let's say we making his AFPR vac ref. Hook up the vac line and all of a sudden instead of the 12psi he's running now he'll only have 8psi. Then when he puts pedal to floor it'll go up to 12psi. The only reason to need a VRAFPR on a TBI motor is if you're running 450+hp with 2 injectors and having trouble getting it to idle (pulse widths are too small). Other than that, whoever told you it was different needs to get his facts in order because he's not a very good edjumicator :)
Also, we he doesn't have a VRFPR so we can't hook it up wrong. There is no vac ref with decent TBI regulators. The ones that are were patch fixes and were crap, I'd never use one again.
Yes, the fuel line size does become a factor. We'll be pushing it's limits with this motor but I've told Matt that from the beginning. I honestly think the best route to tuning this beast is to get a carb on it and tune that first. That way you know the power potential and with TBI, just try and match it. It's a great way of finding if you're fuel limited.

matt has the DIY-AFPR on his truck. we did it back in teh day, i think it was before the manifold swap was even done. :)
if i am not mistaken matt has 80pph injectors, a set of 90pph injectors would not solve teh problem entirely at this point, but it shoudl make the tuning much easier.

later
tim

I'm 90% sure he has 90#ers if he hasn't changed them out. The early BBC's got the larger injectors because they were running at a lower fuel pressure than the later models. Example; the last couple years of the TBI's were running 15-16psi so they flowed ~45# on the 350. So "350" injectors don't mean squat, same with the BBC. The early years got the 90#, later got 80#. That's to say that the 90# were 90 @ 11.5psi and the 80 @ 11.5, higher because they used higher fuel pressure between 92-95.