Very similar except your fab skills are 1000 times better than mine. I love your build! I'll eventually get mine up to 10psi once I'm comfortable with the tune.
Ebay GT45 + 5.9 Magnum + E85 blow thru
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T56MaxTorq
Well-Known Member
The tune is what it’s all about. And traction. Way cool you’ve gotten it running well under FI.
mopar65
Well-Known Member
How much HP will this pump support?
Matts440
Well-Known Member
From their ebay page
Quantum's' 380lph fuel pump is capable of supporting over 1,200 HP naturally aspirated and over 1000 HP in forced induction applications. It flows 380 LPH (100gph) at 43 PSI, 340 LPH (90gph) at 73 PSI, and 270lph (71gph) at 120 PSI.
Quantum's' 380lph fuel pump is capable of supporting over 1,200 HP naturally aspirated and over 1000 HP in forced induction applications. It flows 380 LPH (100gph) at 43 PSI, 340 LPH (90gph) at 73 PSI, and 270lph (71gph) at 120 PSI.
The AEM branded one (mine is a rebrand it seems) claim to support 1200hp. But your mileage would probably vary. Run your numbers through one of the fuel pump/hp calculators to get a better idea of how much pump you need for your goals. Raceworks Calculators - Fuel Pump Calculator - Raceworks
...and if you needed some serious flow + pressure, these surge tanks look like a great way to support dual fuel pumps and lots of HP.
IE SUBMERGED DUAL 044 BILLET SURGE TANK
IE SUBMERGED DUAL 044 BILLET SURGE TANK
Matts440
Well-Known Member
Thanks for the calculators, just ran my set up through and ill have plenty of flow for my hp target
Matts440
Well-Known Member
The 1200hp is na, on Aem website says 860hp @30psi forced, but on quantum its says 1000hp on forced, interesting in the difference on specs.
From AEM:
AEM’s 400LPH High Flow, High Pressure Fuel Pump is capable of supporting over 1,200 HP normally aspirated and a whopping 860 HP at 30 psi boost!* It flows 400LPH (100 gph) at 40 PSI, 340LPH (90 gph) at 73 PSI, and 270LPH (71 gph) at 120 PSI. Complete flow curves from 35 to 120 PSI and current draw vs. fuel pressure charts are available in the Specs tab.
From AEM:
AEM’s 400LPH High Flow, High Pressure Fuel Pump is capable of supporting over 1,200 HP normally aspirated and a whopping 860 HP at 30 psi boost!* It flows 400LPH (100 gph) at 40 PSI, 340LPH (90 gph) at 73 PSI, and 270LPH (71 gph) at 120 PSI. Complete flow curves from 35 to 120 PSI and current draw vs. fuel pressure charts are available in the Specs tab.
mopar65
Well-Known Member
Thanks for the info. I am hoping to make around 700 with mine. Don’t know if I will hit my goal or not but I hope to find out next year. Lol I will be runing mine at 58 PSI fuel pressure and I hope on E85.
T56MaxTorq
Well-Known Member
You could always run multiple pumps in parallel to prevent fuel pressure lag when hitting boost. Or run a much larger pump. Using E85 alone will require a bigger pump capable of handling 30% more flow and maintain the set pressure. The fuel pressure has to also progressively increase as boost increases @ a 1:1 ratio, making it more of a load on the pump. Bigger is always better in this case
Made 3 runs last night 1/8 mile. My best time was a 7.77 at 99.8 Mph. My 60 foot times are the worse ever. 2.2x. I'm skating out of the hole, pedaling like crazy and just burning through 1st gear. Car will not hook. Rear suspension is the next project it seems.
Also having some issues with the FITECH. I logged all of my runs and the AFRs are going really lean under WOT/boost. It's really concerning but the engine ran well, but I won't turn up boost until I understand what's going on. Frustrating. Max boost was briefly about 7.5psi last night.
Also having some issues with the FITECH. I logged all of my runs and the AFRs are going really lean under WOT/boost. It's really concerning but the engine ran well, but I won't turn up boost until I understand what's going on. Frustrating. Max boost was briefly about 7.5psi last night.
myduster360
Well-Known Member
How lean?
E85 right?
Fuel pressure holding at WOT?
Injector duty cycle no higher than ~85%?
As lean as 12.3 on gas scale. E85
Injector duty ~ 60.
The only variable that changed is that I uncapped the exhaust. On the street with the exhaust capped the Fitech has been honoring my set AFR targets. That's the only thing I can think of. Maybe that reduction in exhaust back pressure is changing the learned tables on the fitech and it has to re-learn. My AFR Trim % was a solid 50% throughout the run.
Next to my buddies 340 Demon.
myduster360
Well-Known Member
Low 12s isnt really that lean for E85 at that low of boost. I tune 600whp 4cyl around 11.8-12.1 on E85 all day.
I haven't messed with FiTech but 50% trim seems REALLY high. Are you sure you're not hitting a trim cap?
Regardless, the high trim % is screaming at you to "FIX THE MAP!" The 5000-6000rpm range above 130kpa to 150kpa needs more fuel.
I haven't messed with FiTech but 50% trim seems REALLY high. Are you sure you're not hitting a trim cap?
Regardless, the high trim % is screaming at you to "FIX THE MAP!" The 5000-6000rpm range above 130kpa to 150kpa needs more fuel.
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myduster360
Well-Known Member
Also,,Speed density system CANNOT account for changing exhaust restrictions that alter VE. So a shift in A/F Lean is common when uncorking a closed system that maybe limiting output, at least in open loop
Also exhaust pressure alters a wide band's accuracy, assuming its even accurate to begin with and not too close to the exit or there's any upstream leaks.
Make sure this setting doesnt happen to be 50%
Also exhaust pressure alters a wide band's accuracy, assuming its even accurate to begin with and not too close to the exit or there's any upstream leaks.
Make sure this setting doesnt happen to be 50%
myduster360
Well-Known Member
Maybe look at these two as well
Thanks bud. It has to be the uncapped exhaust. I checked my logs from the day before and my AFRs are on the money. This is a closed loop, self learning system. It's benn learning with the exhaust capped. I've added some fuel to the VE tables in the WOT/boost ranges to help it "learn" a little faster, but that's it. I think if I had to rely on the closed loop system it would take a 100 miles of 1/8 mile passes before it would "learn". I'm gonna check those "break points" as they're called on the Fitech Ecu. You're probably right. It's probably running better with the exhaust uncapped and needs more fuel but hitting a "trim cap" as you said.
myduster360
Well-Known Member
Yeah that's what I figured. The trims sticking dead nuts at an even 50% seemed suspicious.
You can leave the MAX at 50% but add extra fuel so that the working Trim is much, much lower than the Max,,,preferably negative like -10%.
If I were tuning it, id NEVER have the ECU have to ADD fuel at WOT. I always want the Base map too RICH and have the ECU REMOVE fuel to hit the target A/F if anything. It's just bad practice to start out far too Lean.
You can leave the MAX at 50% but add extra fuel so that the working Trim is much, much lower than the Max,,,preferably negative like -10%.
If I were tuning it, id NEVER have the ECU have to ADD fuel at WOT. I always want the Base map too RICH and have the ECU REMOVE fuel to hit the target A/F if anything. It's just bad practice to start out far too Lean.
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Calculated my converter slippage. I think I'm leaving a lot of power on the table (or at the converter as it were). 39.5%!
This is a PTC 9.5" that has always stalled at 3500.
This is a PTC 9.5" that has always stalled at 3500.
And if the Wallace Racing calculators are right, I'm making about 490HP even with all of the torque converter slippage.
I think this is my boring 7.7x run. Skating like crazy coming out of the hole.
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