Procharged 555 dyno results...
 

First I'd like to give a BIG thanks to Bob Madera & Bob Lloyd for their wealth of expertise and help with my build !


The Engine is a Dart tall deck block. Billet main caps. 4.560 bore
Eagle rotating assembly. 4,25" stroke. ^.535" rods with ARP 2000 bolts
Manley -20 cc pistons. Total seal conventional ring pack with Napier second ring.
AFR 325 cc CNC chamber heads milled to 117 cc's Isky springs
The cam is from Marine Kinetics. .644 in .629 ex. Lift. Duration 239 in 246 ex @ .050.
Johnson hydraulic roller lifters. Manton Pushrods Scorpion rockers and a stud girdle.
Cutler EFI intake and 2000 CFM throttle body controlled by a FAST classic ECM.
72 LB injectors. Aeromotive Eliminator fuel pump.
M4 Procharger set to spin 38,000 rpm at 6000 rpm 12 rib 5.25" upper pulley. 7.5" lower
Eddie Marine exhaust manifolds. with their "water dam" outlet and the inner pipes extended 3"
Dyno'd in FULL marine dress....

I was aiming MORE for reliability than absolute HP but it certainly didn't disappoint... :)



Video of the 1019 HP pull...

https://www.youtube.com/watch?v=K_q-jIrPh44

Datalog from the 1019 HP pull.

http://i130.photobucket.com/albums/p...pstrq5px5u.jpg

Here is a sheet I made combining the datalog and the dyno sheet from the 1019 HP pull...

http://i130.photobucket.com/albums/p...psrmdug3vq.jpg



Graph...

http://i130.photobucket.com/albums/p...ps9thdxqlq.jpg




Anyone have a drive they want to donate ? :evilb:



Doug

Awesome numbers. Those Prochargers always make good power, just keep an eye on your duty cycle. Your injectors have to be at about 120% to support that HP, and become less consistent with the extra fuel pressure required to support that level. Also, long term use like that takes its toll on them. I would look for some bigger injectors before you put 'er in the boat. Looks great! Good work

THANKS !!!

Looking at the numbers after we were done I realized that I DO have to increase my fuel pressure when I install the blower in the the boat..
Unfortunately, using this old of software and ECM, that duty cycle number is merely calculated. It has no means of measuring fuel pressure, so just assumes I'm running 72lb injectors at 43 PSI. I have a boost referenced regulator with the base pressure set at 41 psi, so 50 PSI of fuel pressure under full boost.

But from figuring by the pulse width which IS actually measured, I'm very close to 100% duty cycle...

How high of fuel pressure can I run before it's an issue ? They're Delphi injectors....

THANKS !!!

That's bad ass.

Congrats! Sounds awesome in the video.

Which intercooler are you using ?

It's a Procharger AW504..

http://i130.photobucket.com/albums/p...g?t=1460646091


Mocked up.. NO room.....Have to go under the exhaust and in from the rear with the intake piping..

http://i130.photobucket.com/albums/p...psr0yy2emp.jpg

Im pretty green when it comes to injector or efi in general.

When you are figuring out duty cycle, injector sizing, etc, do you go off the observed HP, or corrected number on the dyno ?

I saw your sheet on facebook, which showed the corrected number to be around 100hp more than the observed.

Which one is the number you would use in the equation?

Kind of like why a 1000hp roots combo needs more fuel flow than a 1000hp na engine, you have to fuel the parasitic losses.

This is my first go 'round with EFI as well.. I would think it would go off of corrected HP and use the right BSFC..
It made a bit more than I anticipated, so in all actuality I NEED to get bigger injectors


The day we did the majority of the dyno pulls (4-11-16) , it was about 90° in the shop and humid..Think he said we were running 8% correction...
Of course , The following day was in the mid 60's....