Mike,

I have no surge. I did a compression check and the results were 165psi in each cylinder after 10 cranks of the engine. The head gasket blew between cylinder no. 6 and 8. The gasket gave way in the passage between teh two cylinders. I had the supercharger on when i blew the gasket. I'm sure the gasket was not completly seated. I put a light coat of oil on the gasket this time so they would seal. And no detonation.

 

Nice and even compression . but a little low at 165 ... is this after you installed new head gaskets? is this a wet or dry check ? and did you have the t.b blades open ? If everything mech. is good the only other factor would be to much overlap . But i haven't really messed w/ a s/c car so i dunno what they ussually run for crank psi . Iknow i like to see 220-230 psi out of the my n/a engines .

 

Compression is a bit low becasue it is a supercharged car! I think my compression is 8.75/1

 

Yeah like i said , i never really put in any time on a s/c car. so i wasn't quite sure . so calm down .

 

I am is calm as they come.

 

Paul her is my old combo I had.

383cid 10.1:1 fully forged, 6in rods
afr 190's
ported edelbrock base
port matched super ram
cam was extreme energy 224-230 535-545 lift "same as magnum tpi"
30lb inj
58mm tb
long tube headers
2800 stall
haltech dfi

made 337rwhp and 497ftlbs the wide band o2 was 10.1 "piiiggg rich"

its not your cam hurting you as bad as people are saying its part of it just not all of it. Take your base timing up to 8deg run about 46psi fp then try going up to 10 deg timing. you really need a wide band o2 to tune it. find a place in nj that will do a custom chip on the dyno for you. My first time to the dyno with no tuning was only 279rwhp and 438ftlbs. after tuning I ended up with the above results and runing out of injector they were at 99% duty cycle from 3k up to 6k I had to run like 55psi to keep them from 99% but ended up running super rich until above 5k. trust me tunning is everything!!!! I had a stealth ram car with the same cam and heads that ran high 13's when I first put it together. then after a few weeks of tunning with fp and timing I droped almost a second from my times. to low 13's still not done tunning though. I did not chip mods just timing and fp hope this helps

Drew

 

Thanks NOSFEDGTA. What did you run with the SuperRam setup? I'm also worried about running out of injector. Mine are 24#SVO's.

 

Paul,

I think I found my problem. I put a dial indicator on my no 6 intake valve adn put the engine to tdc on cylinder no.1 My cam spec's are 112lca, 208/222 and my intake lca is 108 and the duration is 208. 208/2 =104-108 =4deg BTDC. since my cam is 208 @.050, this means my no. 6 intake should be @0.050 at 4deg BTDC, since i am measuring with a dial indicator on the rocker where the pushrod meets the rocker, i must multiply the .050 by the rocker ratio which is 1.5 =.075. So @ .075 my pointer should be @ 4Deg BTDC. It was not! It was @ 22deg BTDC. If you are off one tooth, you will be off 18deg. And that is where i am! sorry if the info is a bit spartic, I've had a long day! Worked a jack hammer, HUGE Jack hammer from 8-4. A little tired! Anyway, I plan to pull the timming cover and fix it. I will keep ya posted!

 

Definately let me know how it turns out.

 

Paul,

Went to the dyno and i had a whopping 232 hp with 309tq. Wide band showed 13.2/1 Air fuel which is good. I verified that the cam was installed correctly by using a degree wheel adn measuring the specs' via dial indicator. Timing chain was correct too??? The only thing i did find was that the o2 sensor wire was bare because it was touching the exhaust header in one spot which was extremely difficult to see. I fixed that, still nothing! I"m at a loss! I plan to check the back psi to see if my cat's are holding me back, however, they are random tech. cats so i doubt it!

Plese keep me informed if you find out anything!

C

 

Raiden,
If the weather cooperates my friend will be coming home from Ohio this weekend to help me. We will be converting to Speed Density and working on a chip for it. I doubt I will dyno it soon. I may take it to the track on like Mar. 15 when I get back from Spring Break and then use the calculations to get an estimate of my new hp. I may wait till the summer and see if I do any major work to the car before I dyno it again.
Let's all hope it stays warm and doesn't snow in the next few days!! I've been waiting way too long now to do this work.

 

Paul,

If your converting to the speed density and plan on burning chips, purchase the Craig Moates piggy back addapter! It's 40 bucks and allows you to keep your stock chip stock. Then get a few flash chips and you can easily move them in and out of the addapter. This makes it really easy to burn chips and test them!

 

The Moates pieces should already be waiting for me at home and the Memcal I ordered should have been delievered today as well. I'm just hoping that I can pick up atleast 50 horsepower with these changes.
Raiden did you do a custom chip with some laptop software or on a dyno or did you just send them the parts you had? If you just sent them the parts you had, they did a pretty good job of tuning it blind!

 

You have another problem dude, the MAF meter is not your problem. I put down 300 rwhp with almost the same combo as yours, but with less compression, 9.1 and less cam 214-220.

I can send you my .bin I was running when I dynoed.

I have attached it if you want to copy it and change your injector constants. I ended up running lean with the 30lb injectors, and now I have 36lb'ers and they are running at 65% duty cycle. Check your injector pulsewidth at 6000 rpm and that is what your duty cycle is running. The formula is: (RPM/60,000) * IBPW = % duty cycle.

If I'm running 8.5 ibpw at 5600 rpms, then (5,600 / 60,000) * 8.5 = .794 or 79.4%.

It won't let me attach the bin.

Let me know if you want to use it.

 

I would like to try it. At least see if it makes anychanges to my problem which is exaclty like pauls!

 

Thanks for the help. I don't think the MAF is my "problem" but it's not exactly helping and I have the parts to do the conversion so I'm going to do it.
I think my problem just lies in the chip tuning. I can't believe you maxed out 30# injectors. According to the calcuations someone did for me 24#'s will support around 380-400 horsepower. But then again it was a guy who runs an import shop so he could have been wrong.

Can you e-mail me your .bin for the hell of it? Ricc152@yahoo.com

 

From everything I have gathered, I think the atvantage of speed density over MAF is that in the world of chip burning, it's a lot easier. not sure ??

 

That's also my understanding because the MAF tops out at like 255 gm/sec or something like that and it's all a crapshoot after that with calculations.

 

Map is more sensitive to changes. The 255 limit is no big deal, you just keep adding fuel in the pe vs. rpm table.

A friend just maxed out 24lb SVO injectors on a 350 miniram car, so don't believe everything you hear. He's running 30's now, and they are running at 72% duty cycle at 43 psi.

Go here for the bin:

http://briefcase.yahoo.com/micdoctr

 

Change in Plans

Looks like I won't be doing this work until the end of March now. My friend is going to stay at school this weekend because we are supposed to get snow. He will be home on spring break from the 20th to the 28th so now we will do the work then. No big deal. I have midterms still next week then I'm going to Montreal for my spring break the week after, so that leaves me with 1 week to wait when I get back and my birthday is that week anyway....maybe I'll finally get some SFC's and an exhaust cutout.

By the way....does anyone have an electric cut-out by any chance?

 

Keep us posted, Paul!

I'm waiting for the outcome of this one!