The Project Pad

amd is the best wrote:http://youtube.com/watch?v=ghyCwfiUA3c

[youtube]http://youtube.com/watch?v=ghyCwfiUA3c[/youtube]

Aaaahhh... Sounds great

HARD!!!!

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Heck yeah!! Now we're talking! Now we need more, though.

Freaking awesome man! The car looks fun!

Dyno numbers!!!!

Oh I'm betting my mounts still arent broken huh?

I'm hoping to get it on the dyno this wednesday or thursday. We'll see.

The dual fuel pumps work PHENOMENAL! I am very happy (and proud) to say that the idea came together and works . I can't say for sure how long the nylon parts will last in E85, but theoretically it should be fine. So here's how it works in case I never disclosed the info or you missed it. The pumps are staged, meaning that only one runs normally and the second kicks on when needed. This is because two running at once, at idle would almost certainly overwhelm the return fuel system. I have wired/programmed VEMS to have the second pump on a spare output when I can have it enable when needed, which was to be determined. Yesterday I got the whole system buttoned up and out we went for some E85 tuning. FID 2000's, dual Walbro E85 F90000267's, stock fuel lines and stock 3bar 3B pressure regulator. Bringing the boost up slowly, on a single pump, I found that around 26psi at 7600rpm+ things were starting to get lean. Added more VE with no gain...out of pump! Ok, time to set up the trigger for pump #2. I set it to kick on at 6500, min 250kpa and over 50% throttle. HEY NOW, look at that, nice and rich

Here's a video with a little bit more footage. I was busy tuning so we didn't get a lot of content.

[youtube]http://www.youtube.com/watch?v=1pqy6Dp8S34[/youtube]

I'll attach a later log from yesterday.

Now, I just have to figure out why it keep launching alternator belts!

It did it again huh, that's strange, high rpm? Have you found any of the belts? Wondering if they break, or just jump off...


Old and grumpy.

scubagli wrote:It did it again huh, that's strange, high rpm? Have you found any of the belts? Wondering if they break, or just jump off...


Old and grumpy.

Found one. Just jumping off.

Attach GoPro underhood, record at highest frame rate and repeat the offense...

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mushasho wrote:Attach GoPro underhood, record at highest frame rate and repeat the offense...

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Solid idea. OB so smart

The alternator does look a little offset too. I'm going to throw a straight edge on them and see what I come up with too.

i had trouble with mine flying off every time i hit the rev limiter, turned out it was ever so slightly out of alignment. You are revving pretty high for a v-belt, so i imagine it would need to be in perfect alignment to stay on.

dana wrote:i had trouble with mine flying off every time i hit the rev limiter, turned out it was ever so slightly out of alignment. You are revving pretty high for a v-belt, so i imagine it would need to be in perfect alignment to stay on.

Any tips on getting aligned nice?

I have had cars on the lift trying to sort alternator belt issues. It is a 7900-8500 rpm resonance issue. By shortening the belt to the smallest possible(even if you have to kick start it onto the belts), you can move that resonance up slightly. The footage I have captured shows that you st art to get a highside resonance at about 7900 and a sudden lift of throttle, misfire or rev limit hit will result in an engine losing speed, while a weighted alternator is still accelerating. The grip causes the highside to get very loose and any misalignment will flip the belt off. Even perfect alignment will give it fits.

IME, the an alternator belt that is just squeeking at low speeds or when the AC kicks on is a belt that has the best chance of staying on when the decel bump happens.

A great method of getting it aligned is to get a straight edge on the front pulley and then with calipers, measure the space between the belt and straight edge. It should be teh same top and bottom all the way across.

HTH

Hank wrote:I have had cars on the lift trying to sort alternator belt issues. It is a 7900-8500 rpm resonance issue. By shortening the belt to the smallest possible(even if you have to kick start it onto the belts), you can move that resonance up slightly. The footage I have captured shows that you st art to get a highside resonance at about 7900 and a sudden lift of throttle, misfire or rev limit hit will result in an engine losing speed, while a weighted alternator is still accelerating. The grip causes the highside to get very loose and any misalignment will flip the belt off. Even perfect alignment will give it fits.

IME, the an alternator belt that is just squeeking at low speeds or when the AC kicks on is a belt that has the best chance of staying on when the decel bump happens.

A great method of getting it aligned is to get a straight edge on the front pulley and then with calipers, measure the space between the belt and straight edge. It should be teh same top and bottom all the way across.

HTH

Thanks for the info Hank!

Mine is a 32.5" and I found a 32". Are we talking like a lot shorter or would this half inch less help?

My car will simply flip the belt upside down......weird right?

Half an inch helps. Try finding a shorter one. The continental belts are thinner too (and proper) so you can get thinner that way. The Gates belts are readily available at stores, but much fatter belts

Hank

I notched the adjuster slot a lil bit in the tensioner on mine, and used a shorter belt, you need a little pry help with a screwdriver to get it on, but it doesn't get tossed anymore once nice and tight

Mine was jumping off too. Shorter belt and ultra tight, used a big pry bar to pull the alt away. It hasn't come off since.

You guys have the PN's of the shorter belts? Stock is 32515 which is 32.5" and I found that 32013 is 32".

Hmmm. Ultra tight is historically not the best be in my experience. Probem with ultra tight is that it actualy bends the brackets slightly and moves it out of alignment again. I usually get the best luck with just past squeakly loose

Must be at least 500 whp by now huh?

Based off his logs of Duty Cycle and ignition timing, I would guess 600whp, with the ability to be in mid to high 600s on my dyno with more ignition advance up top. On a dynopac, I bet he is close 700 wit hthe ability to get up to 760-780 with more advance. He is using about 6000cc/min of fuel atm, which is right around 600whp on e85

awesome video, can't wait to see it in the flesh