Update

500 miles on the motor, and all seems well. Just a small fuel leak at the AN fitting to the regulator. The car feels pretty good, and it likes to break the ass end out at about 6500 in second gear. Airflow is the highest I've seen yet, and boost is still low. I logged a 3rd gear run, and 60-90 is 3.1 seconds, significantly faster than my old pump runs (117 traps). Looks promising. My power band is definitely a good deal higher in the rpm range. Airflow per rec peaks at ~6500 rpm, up from 5500, and total airflow peaks over 7000 rpm, up from 6500.

I ran a 3/8th return line from the regulator to the fuel tank, and that did wonders for my fuel pressure. I could set it to 42 psi before, but when I put the vac hose on it didnt drop like it should. Now its right at 35 psi. 15 inches of vacuum is 7 psi, 42 minus 7 is 35. Right on. Trims look better, but I still need a bit more tuning. I plan to write up a quick FAQ for the website. Cost was less than 20 bucks. The 950s hardly break a sweat too, IDCs are in the 80s again.

Next up is getting the rest of the lines I need to install the polished FIC fuel rail, so I Can get rid of the hack welded fitting on the stock rail. I can also then upgrade the fuel feed line finally to something more appropriate. I'm going to run aluminum hardline (3/8th) from the tank to the high flow filter, then a l8an line to the rail. The best part is getting rid of the stock filter and the restrictive banjo fitting on the top of the filter. The port on the line that bolts to the rail is very small as well. Hopefully with more flow at the same pressure, the 255lph will be enough for this year.

Bench Racing season isnt officially over until after march, so I thought i would post an update on the project ;) So far so good. Cant wait to dyno in a couple weeks, pump or race. Havent decided yet...

This isn't too OT, but, did you ever get any slips on the M14? Or, if i'm real confused, you have called it a '20g' and that's current?

Also, can you explain how to figure out how big of injectors S-AFC can compensate for? Is there a formula, or people base their buys on what turbo?

Just trying to keep you busy :) Nice job with the car, are you raising your fuel cutoff this year since your turbo probably does well past 8k?

Thinking about setting the rev limit back to 8250, and shifting at 8k. I usually pussy out and shift in the mid 7s anyway...

The formula to figure out injector compensation is old injector divided by new injector, minus 1. 660s are pushing it for people that want to run race gas. The standard correction would be -31%, minus another 5 or so on pump for most setups, is -36%. That only leaves 14% more room to lean out. For this reason some people I know have gone slower by upgrading to 660s, and gone faster again by going back to 550s. On pump gas though, bigger is better. Even 720s could be handled by the AFC. But the other thing to consider is that the larger the injector goes, the shorter the IPW at idle (hurts idle quality) and the higher your timing goes (adversly affects driveability, and WOT performance (knock)). So unless you run DSMlink or a standalone, its wise to not go much bigger than you need. But then you have to upgrade several times like I did... Injector choice is a tough one, and it really depends on the setup and the goals. Especially on an AFC.

I did get timeslips on the M14, but since I couldnt raise boost any higher than I had it on the 20g (25 psi) and airflow at the boost didnt change (45-47 lbs/min), there was no more power to be had. In fact, while the trap speeds were equal, ET was a couple tenths slower due to the increased lag. You really need to beat on big turbos to make enough power to make up for what you lose to lag. So I keep the 20g times in my sig, since they are still my personal best. ;)

i read on the DSMlink web-site than when you purchase their product, the program it for what size injectors you are running. are they just creating a timing and air fuel curve so you have something to run on when you get it??? and is it easy to change when you upgrade injectors? thanks.

P.S. glad to hear your car is coming along so well. cant wait to see some dyno results.:thumbsup:

When the ECU loses power, you lose all your settings. In my case, trying to get home with 950s and 450 settings would be literally impossbile. The car just wont run. So the chip's defaults are programmed to roughly resemble your setup. This way if you lose ECU power (dead battery, etc) you can still drive. I keep the laptop in the car all the time anyway, so it doesnt matter much to me. But its a good feature.

It takes about 4 seconds to readjust for new injectors. ;) Then some time to get them fined tuned using global and dead time.

that makes sense. thanks for clearing that up for me. :)

Kevin, what do you think of e-manage? DSMlink would come in at laptop + eprom + dsmlink, so quite a bit more than i'd like to spend. S-AFC another option, but can't the e-01 replace S-AFC, profec b, and a datalogger? If so, it seems to be my best bet. Oh, and do you know if you can log/tune from the e-01 and not a laptop with that? I hope so :)

The problem with the emanage is it is still a piggyback and lies to the ECU. Its really just a glorified AFC. Which is fine, its good for what it is. But for the money, if DSMlink is an option, they cant even be compared. As we know, DSMlink changes things after the ECU does its calculations. The Emanage still intercepts airflow and change it before the ECU. So you will still get all of the bugs you get with an AFC when running large injectors like poor idle quality, too much timing advance, etc. And I do believe the EO1 can be used as the prgramming device, at least to some degree. But I havent looked into it enough to know. SBR runs it on thier SRT4, and one of the guys there (who installed and set it up) supposedly knows a good deal about how it works. If you did want to go that route, it would make sense to talk to them, or another vendor that has experience with it.

I might send an email, although it would be nice to be able to get some 850's and not worry. I might have to see if I can find a laptop in the paper cheap :) thanks for the help.

Good luck with the dyno's. I'm sure we all can't wait to hear the results. It's nice to have someone that can give detailed answers to every question. One person asks a question gets and immediate answer and it's the next person's turn.:bigthumb:

Thanks :)

I got my laptop for 50 bucks from a guy at work. 475 mhz, 64 MB, 2gig, etc. More than enough to run DSMlink. Works like a champ. And its cheap so I dont mind it get tossed around in the car all day. Doesnt have to be fancy.

Some more info if anyone cares.

The car is really starting to wake up now. So I checked compression today. Before the motor was started it was quite low, as is to be expected. 130 in 3 cylinders, and 70 in number 1. After ~1000 miles of hard running (no pussy style break-in here. Read the mototune pages for more info) its up to 185 psi in 3 cylinders, and 190 in number 4. Very nice. That should be something around 8.8:1 compression. If the other 3 come up to 190, that would be cool. A little higher than I would like for a pump gas monster, but I'm just glad compression came up so soon. On the last motor (stage 2 block) I had boosting issues and couldnt break it in hard. Took almost 10k miles for the last cylinder to come up. Pain in the ass. This is much better. ;)

Fixed a gas leak on my return line. Ran a 3/8th return line so I can get fuel pressure down to the correct 35 psi (hose on, 42 psi hose off). Next week my hardline should be in so I Can run 3/8th aluminum hard line from the tank to the firewall, then switch to 8an filter/lines to the FIC rail.

If my tax return ever shows up I'm ordering the new turbo setup. Its large. Very large.

Still need to get the stutter shift working, clutch switch isnt switching. Also need to think about upgrading to a 3.5" GM MAF... If anyone is thinking about getting the MAFT, and doesnt know where to pick up a 3" MAF and the right couplers, let me know... ;)

Just for some bench racing fun, I've been logging 70-90 time in 3rd gear and comparing it to old runs, and other poeples cars on the DSMlink forums. The car is clearly faster than it was before. Good to see a measurable change before the tracks open or I hit the dyno. Its running the same time as cars running 122ish traps. And I'm still at 20 psi on pump gas. Looks very promising... Cant wait to run it.