"Home-Brewed" Dyno Results Added Photo
What size engine is this on? Big block? Small block? - And what small issues did you find? Are you having the FAST system control timing? If so, which ignition system (distributor, etc...) are you running?
The engine is a 440 MOPAR bored and stroked to 512cu.in.
A well prepped set of Edelbrock Performer RPM Aluminum heads.
Static Compression Ratio of 11.7:1
Dynamic Compression Ratio of 9.6:1
Solid Roller Cam with the following specs:
Valve Lift with 1.6:1 rockers is 696 Intake and .688 Exhaust.
Advertized Duration is 289 Intake and 300 Exhaust.
Lobe Centerline is 108 Intake and 116 Exhaust.
Lobe Seperation of 112.
Intake Lobe is Degreed to 108.
The Intake system is "Home-Brewed". I built and made every thing myself.
The Intake Manifold started out as an Edelbrock 440 Torker which I modified for EFI.
I made the fuel rails from universal rail material with a 5/8" bore.
The injectors are F.A.S.T. 60 lb/hr. @ 43 psi
F.A.S.T. Dual Sync distributor
The throttle body is a 1000cfm MSD 2250.
The first "small issue" was a pinging under load only. It sounded as though it was one cylinder only. We had tried to find this in the drive and tune sessions over the last two years.
The ping did not exist if I ran my old 850 Holley carb and MSD distributor, so that ruled out too low of octane fuel.
I am running 93 octane pump gas.
We found the source of the ping by running the car under load and using an infrared heat gun to check the individual header tubes.
It turned out that #1 tube was over 200* "colder" then the other tubes.
I wiggled the injector plug and the temp came up. I pulled the plug and found that one of the pins was damaged and not making a good connection all the time.
This was causing the air fuel setting to vary and going lean. It was also affecting the timing tables due to the varying fuel mixtures.
I replaced the connector pin and everything started to come around.
After getting the tune almost stabilized we noticed that the header tubes on #3 and #5 and #2 and #4 were glowing red.
Ryan went into the table and did individual cylinder air fuel adjustments to richen those 4 cylinders and the red glow whent away and the engine smoothed out.
The F.A.S.T. XFI 2.0 has complete timing control. I am using a F.A.S.T. dual sycn distributor along with an MSD 6 box.
Herb