running open throttles.

[m3f_anarekist_03779a4241]

love black moldings

[m3f_vw203]

Know my role?



:laughhard:



:blah:

[m3f_hroller328_2f7be2e10c]

ya basically the car is only used for 1/4 mile drags. I'm sitting on 13.1 sec on the drag strip.

we experimenting with this and already gained 18kw and 33nm by doing this. But the car seemed to lean out on top. @ about 6500 all the way to 8000rpm. My car's rev limiter has been removed to 8300rpm.


So, if you're running lean in that RPM range, could be one of these:


1. HFM is already hitting 5V output @ 6500 and sending lower than actual CFM measurements to the DME. Use a voltmeter to check the output @ WOT.

2. How's the injector flow-rate, does it hit over 80%?

3. Less likely, whoever wrote the DME program made it leaner based on RPM vs. HFM reading since most folks are past their max VE. They shouldn't do this IMO, they should rely on the HFM reading.


Like i said she has picked up a considerable amount of power by doing this. Oh yes i am running cams as well. So u guys dont advise this route.

Wat else can be done to increase the power n/a


Things to consider on airbox vs open ITB's:


1. Open ITB's (with filters) will allow good harmonical benefit just by venting to the atmospheric, however having the optimal plenum (attached to ITBs) will give more of a bounce back down the TB's to the head.

2. Related to #1, the plenum can help balance out each ITB for max flow. Even though they are all the same length, they will flow differently because they fill at different times and can steal air from each other. The plenum helps balance them out, leading to MORE power at all revs.

3. The HFM is an obstacle, remove it if you can for an open loop program based on your car, or aftermarket fuel injection.


If you don't use the airbox, make sure your velocity stacks are of proper length/diameter with a nice airhorn at each end. Just removing the airbox and leaving it at this will likely not be a good choice.


My opinion - I'd suggest using a well designed airbox, made for your exact cam duration and power band, with an opening to the headlight (no real headlight there, just an airhorn opening). This will allow you the atmospheric pressure reversion + some additional from your speed's pressure.

[m3f_wheelworx]

Are you alpha-n yet? If not you still need the hfm...

wat is alpha-n??

and als wat is hfm.



I'm still trying to get to grips with yr terminology.

[m3f_wheelworx]

^ Probly south african record.



Am I the only one who's not taking this thread serious?

yes 12.9 is the current south african record. and i am 13.1. so with the new setup i should be able to run that time easily.



y r u not taking this thread seriuos if i may ask?????

[m3f_wheelworx]

So, if you're running lean in that RPM range, could be one of these:



1. HFM is already hitting 5V output @ 6500 and sending lower than actual CFM measurements to the DME. Use a voltmeter to check the output @ WOT.

2. How's the injector flow-rate, does it hit over 80%?

3. Less likely, whoever wrote the DME program made it leaner based on RPM vs. HFM reading since most folks are past their max VE. They shouldn't do this IMO, they should rely on the HFM reading.







Things to consider on airbox vs open ITB's:



1. Open ITB's (with filters) will allow good harmonical benefit just by venting to the atmospheric, however having the optimal plenum (attached to ITBs) will give more of a bounce back down the TB's to the head.

2. Related to #1, the plenum can help balance out each ITB for max flow. Even though they are all the same length, they will flow differently because they fill at different times and can steal air from each other. The plenum helps balance them out, leading to MORE power at all revs.

3. The HFM is an obstacle, remove it if you can for an open loop program based on your car, or aftermarket fuel injection.





If you don't use the airbox, make sure your velocity stacks are of proper length/diameter with a nice airhorn at each end. Just removing the airbox and leaving it at this will likely not be a good choice.



My opinion - I'd suggest using a well designed airbox, made for your exact cam duration and power band, with an opening to the headlight (no real headlight there, just an airhorn opening). This will allow you the atmospheric pressure reversion + some additional from your speed's pressure.

it seems u the only on ehat knows i am doing and y.



None the less we hav solved the voltage problem on my injectors. i am running std ecu with a uni-q piggy back chip and they hav supplied me with a box that will allow me to tune my injectors to run pass the 5v mark.



we are gonna dyno the car in a few minutes, then i will post the results.



Thanks holler. wat u hav said has helped.

[m3f_hroller328_2f7be2e10c]

it seems u the only on ehat knows i am doing and y.



None the less we hav solved the voltage problem on my injectors. i am running std ecu with a uni-q piggy back chip and they hav supplied me with a box that will allow me to tune my injectors to run pass the 5v mark.



we are gonna dyno the car in a few minutes, then i will post the results.



Thanks holler. wat u hav said has helped.



Sounds like you are running an S-AFC. The 5V limit is the HFM, not directly related to the injectors. Make sure the injectors are NOT going past 80% duty, otherwise they're basically open all the time, which saturates the back of the intake valves.



Maybe best to raise fuel pressure by 1/2 bar, then re-tune with the S-AFC. The S-AFC will allow you to fine tune the HFM measures, higher or lower.



Glad I could help. If drag racing is your forte, google for tips/techniques.