[toohighpsi]

Originally Posted by 20171LE

The pitfalls you claim don't exist if you choose a PROVEN tuner who has hundreds, if not thousands, of reliable cars on the road.

Like I said before, you work at a shop, you push inferior PD blowers on this forum,
yet you've been proven to be completely clueless about BASIC information that is common knowledge in the entire FI community.
Plus, you're still not a registered forum vendor.

Please just stop, especially with the bad advice.

LOL, at least you are entertaining.

I certainty don't get to play in the shop as often as I'd like - but when I do, I have a fully instrumented LT1 to work with and am more than happy to have the ability to make informed posts which include results from real data.

Happy Boosting!

[JoeAyalaM]

That does not look like a current, direct injected Camaro LT1 engine, it does not have the 3Y headers.

[toohighpsi]

Originally Posted by JoeAyalaM

That does not look like a current, direct injected Camaro LT1 engine, it does not have the 3Y headers.

Its currently in C7 LT1 configuration (exhaust, waterpump, crank pulley, MAF and air filter) as that's what we're working on right now, we can swap it to Camaro in about an hour.

[JoeAyalaM]

Good to know, Thanks!

[1KillerSS]

Originally Posted by toohighpsi

Completely agree, just pointing out the potential pitfalls that exist out there. I have just picked up the AEM system for some testing, good to hear that they have incorporated some failsafe options in their design. I'll be sure to post my experiences with the AEM system.

Looking forward to seeing the feedback, I am highly interested in this system. I want to implement it along with my current failsafes, IMO you can't have too many failsafes.

Originally Posted by toohighpsi

LOL, at least you are entertaining........

Not anymore! Someone got deleted, not just suspended, but postings and all, deleted, not even a user profile anymore. I figured it was just a matter of time....

Thank you mods!


Are those EGT sensors along with O2 sensors on that engine? Are they Wideband O2's? would love to hear more about that system.

[BlkReaper]

Originally Posted by ender2664

Always 91 and kaylee tells me when she wants an oil change

Why not 93

[KyleL]

Might not have 93 where he's at...

[toohighpsi]

Originally Posted by 1KillerSS

Are those EGT sensors along with O2 sensors on that engine? Are they Wideband O2's? would love to hear more about that system.

Yes, 8 channel Wide Band, Exhaust Gas Temp, and 8 channel inlet port temp (which can't been seen in those photos). With the 11.5 CR and fuel pump limitations on the LT1s good instrumentation is really helpful to find the best balance between boost, timing (cam/ignition) and A/F ratio.

[jdasnt3]

I turned down an offer to be a test car for a FI kit from a reputable aftermarket SC company. I'm personally not a fan of FI on a high compression engine and non-forged internals.

[toohighpsi]

Originally Posted by jdasnt3

I turned down an offer to be a test car for a FI kit from a reputable aftermarket SC company. I'm personally not a fan of FI on a high compression engine and non-forged internals.

The high compression ratio isn't really a problem, as long as the tune/boost level stays conservative (~6 psi on pump gas). You need the forged setup if you are planning to run high RPM or at the ragged edge of a tune. I can't say I've ever broken a stock engine due to the power being produced, but the forged setup will give you a bit of margin of you are pushing the limits and make a slight overstep in your tune...

I think the stock LT1 bottom end should be fine up to at least 800 flywheel HP - as long as it has absolutely no knock (good fuel and enough of it). At least that's where I'm heading with this engine as soon as I have the fuel system sorted.

[1KillerSS]

Originally Posted by toohighpsi

The high compression ratio isn't really a problem, as long as the tune/boost level stays conservative (~6 psi on pump gas). You need the forged setup if you are planning to run high RPM or at the ragged edge of a tune. I can't say I've ever broken a stock engine due to the power being produced, but the forged setup will give you a bit of margin of you are pushing the limits and make a slight overstep in your tune...



I think the stock LT1 bottom end should be fine up to at least 800 flywheel HP - as long as it has absolutely no knock (good fuel and enough of it). At least that's where I'm heading with this engine as soon as I have the fuel system sorted.

Sweet, what are you doing to sort the fuel system?

[toohighpsi]

Originally Posted by 1KillerSS

Sweet, what are you doing to sort the fuel system?

I have 3 options, I'm planning to look at each on the dyno before trying in the car at the dragstrip.

1. Methanol/Water injection, my preference is just straight water but with the LT1/LT4 fuel delivery is the issue so the benefit of the injection system has been discussed in depth here already. My interest here is achieving the desired amount of enrichment and the cyl/cyl distribution of the system when entering through the throttle body.

2. Port injection, we already have a 60 psi fuel system in the vehicle so adding an injector(s) to supplement the DI system could be a reasonable solution.

3. High Flow HPDI fuel pump. Magnuson has developed a HPDI fuel pump 30% larger than the stock LT1 (15% larger than a LT4) that's going to be available through Lingenfelter. I'm looking at this with the stock LT1 injectors and then with the LT4 injectors to see where we can get with these components.

Mike

[1KillerSS]

Originally Posted by toohighpsi

I have 3 options, I'm planning to look at each on the dyno before trying in the car at the dragstrip.

1. Methanol/Water injection, my preference is just straight water but with the LT1/LT4 fuel delivery is the issue so the benefit of the injection system has been discussed in depth here already. My interest here is achieving the desired amount of enrichment and the cyl/cyl distribution of the system when entering through the throttle body.

2. Port injection, we already have a 60 psi fuel system in the vehicle so adding an injector(s) to supplement the DI system could be a reasonable solution.

3. High Flow HPDI fuel pump. Magnuson has developed a HPDI fuel pump 30% larger than the stock LT1 (15% larger than a LT4) that's going to be available through Lingenfelter. I'm looking at this with the stock LT1 injectors and then with the LT4 injectors to see where we can get with these components.

Mike

With you having EGT, and AFR, on each cylinder, I would think the direct port meth would be the option for you. The only problem with that, at least in my mind, would be the failsafes, or lack of, in the tune. Spraying after the MAF limits you from a few options.

I would think doing a combination of, meth, and the HDPI fuel pump would be ideal, no?

[JoeAyalaM]

Are Meth pumps anywhere near reliable? I do not think so, at least not for my engine.