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....

Looks bad ass!

Silly question - what's your plan for the air filter/flame arrestor?

I put a screen on the supercharger inlet... NO room for much else.. The exhaust is in the way...

I'm in the same situation setting mine up, so thanks for the tip. Any special type of screen?

I'll take a picture of it and send it.. It was on a larger inlet adapter that came with the blower kit.. I cut it off and just clamped it to the blower inlet with a hose clamp..

Screens can easily restrict airflow. Be careful with which you choose.

Hopefully there is some charts in internet land that can help you choose wisely.

If I remember correctly It has about a 1/4" pattern... :)

Just small enough to keep the big stuff out, right? ;)
http://i622.photobucket.com/albums/t...9B1295D6C4.jpg

http://i130.photobucket.com/albums/p...pslbjw5n7r.jpg


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

Ouch!

BSFC is calculated using uncorrected HP. The original dyno sheets have the uncorrected data on it.

Hey Bobl - looks like the crazy guy (BI) pulled you out of retirement for a day. You are a good man !

Yep, that he did! I built a small shop at my house so I can play a little bit. I'm building a Factory Five Cobra replica right now, so that's been keeping me pretty busy.

You would use corrected hp because theoretically when you have perfect air thats when it will need the fuel to support that number.
Injector math goes pretty easy: 72 lb injectors (72 lb at 3 bar/43.5 psi) 72x8= 576, assuming .50 bsfc they will support 1152 hp maxed out, at 80% they will support 921hp. IF motor makes 1020hp PLUS uses 50hp to turn blower it needs 535 lbs per hr of fuel at .50, at .55 it needs 588 lbs per hour of fuel. Using a injection calculator IF you raise fuel pressure to 50 psi the injectors now act like 77 lb injectors which support 1232 hp at .50 and 1108 at .55 maxed out and 985/886 at 80%. I ran 63 lb siemans dekas for years at 80-85 psi which made them act like 88lb injectors which would support 1400 hp at .5 maxed out and 1126 at 80% (I made 1115) , not ideal BUT there were no bigger high impedance injectors at the time, fwiw, Smitty

And IF OP was running 50 psi base with a rising rate regulator at 1 psi per lb of boost (9psi) that would be 59 psi which would put injectors at 84lbs, which would support 1344 at .5 bsfc, and 1075 at 80%, perfectly doable, ideal, maybe not as any difference cylinder to cylinder in flow is exaggerated when you turn up pressure. Now that its been tuned on dyno would I suggest changing them and starting over though, probably not.

The rising pressure in this application does not effectively raise the lbs/hr flow of the injector because it is opening into a pressurized environment. The rising rate reg is necessary to maintain the same flow in lbs/hr under boost as it would at base pressure. Also, the M4 takes a bunch more power to turn then an M3, and with that AFR I'm thinking .55 to .6 bsfc

Prob true also, I love a good technical discussion. I forgot about the fact the fuel has to overcome the boost!

Yup. That's why they do it that way. Imagine having to program the ECU without the intake vacuum / psi sourced regulator ? Yikes.

I did it to my Blown procharged motor last time on dyno after going to 80 lb injectors, wasnt really that hard, was running 55 psi of fuel pressure. Slow and painful using MEFI burn until you get used to it then its a cake walk, no auto tune! Used boost multiplier tables

I'll have to do something when I actually get to install the blower in the boat (have to get a real drive first)..
Looks like it'll work out to 90% duty cycle on the top end if I set the base pressure to 51 psi..
I'll be at full throttle for such a short period of time I'd think it should be fine..

The fuel table is set up as "volumetric efficiency" numbers so, in theory, when I raise the fuel pressure, I should be able to change the injector size in the settings until the A/F ratio falls back in line with what we had on the dyno as opposed to re-figuring the whole map...


Doug

The fuel table is set up as "volumetric efficiency" numbers so, in theory, when I raise the fuel pressure, I should be able to change the injector size in the settings until the A/F ratio falls back in line with what we had on the dyno as opposed to re-figuring the whole map...


Doug[/QUOTE]

Nice job !! I hope all goes well for you.

Does a centrifugal charger add much noise? I'm guessing that there would be quite an induction howl. The reason I ask is that I'm going to have to notch my tall valve cover and wondering if it's worthwhile to try to accommodate fitting an air boot on there for a filter while I'm fabricating things to keep the engine bay noise minimal.

Didn't seem all that loud on the Dyno, just a slight whine.. Never ran one in a boat though.. What valve covers do you have ? I have the angled ones from CP and they clear just fine...

I just ordered these and haven't actually tried to fit them yet. It may squeak by and in that case I'll live with it first and see, but if I'm cutting and welding I may try to squeeze a boot on there.
http://i622.photobucket.com/albums/t...BF3541319D.png

Not real loud, this was my M-3sc on Crocketts dyno a while back at the 1000+ hp level : https://www.youtube.com/watch?v=wB5ZN0rYTo0

https://www.youtube.com/watch?v=dDxkI7KZNzs

Yes, but probably no more than any other style blower.

My vortech was obnoxious at idle, to the point I switched to a whipple. The vortech anything above idle is silent for the most part. The whipple by contrast is the opposite, silent at idle and whines under power. Which I'm ok with.

Wicked!

How hot does the housing get? I need to run the hose from the thermostat to the headers in that little space between the charger and valve cover.

Which combo do like better as far as useable power in the boat?

:)

If an injector has "choked flow" it is no longer sensitive to down stream pressure if the delta is great enough.