My Quest for 1,000rwhp!

[toofart]

Originally Posted by 70TA-09RT

This better than porn .... looking good I'm camping out on this one

+1 Thanks for keeping us in the loop!

[PWR_Andy]

I have my brand new American Racing Headers for sale if anyone is interested. I cant use them with the turbos. Looking for $1000 shipped.

[PWR_Andy]

Here is the build sheet on the shortblock

[kevbo10]

looks great! KEVIN

[kevbo10]

Originally Posted by PWR_Andy

Here are the heads.

Street/Strip
Manley 2.10/1.60 Valves
Manley 221430 Springs
Titanium Retainers
Bronze Guides
Machined locks
Hardened Locators
Calico CT-22 Coatings throughout

I think these heads just rock. i want a pair! kevin

[Challenger370]

Engine porn. Cool, Hay bevis he said cool.

[fltinstructor]

Originally Posted by rubbel

Reading this discussion I went to the Calico website.

Quote:

How long will the coatings last?
Calico's CT-2 ceramic thermal barrier and CT-5 oil shedding, corrosion resistant coatings are virtually permanent.
Calico's CT-1 and CT-3 dry film lubricants are "sacrificial" in nature and eventually wear out. But rather than wearing out the engine part, wearing the coating will save you time and money on expensive engine parts. It is also possible to re-coat and further extend the life of the coated parts at a fraction of the replacement cost (i.e. pistons, etc.

For my build the desire was to try to reduce temperature and have less chance of early detonation as well as reduce measures needed to reduce the chances of early detonation using pump gas. Same reason I went two steps colder on the plugs.

For pistons I chose 2618 alloy for the ductility verses brittleness of 4032 as quoted below:

There are two common alloys used in forged pistons, 4032 and 2618. Silicon-aluminum alloys, such as 4032, have great wear characteristics because the silicon particulate hardens the alloy and reduces the thermal coefficient of expansion. However, silicon-aluminum alloys can turn brittle and become prone to fracturing when subjected to extreme stress. With a piston made of a silicon alloy once a crack starts, it doesn't stop until the piston suffers a catastrophic failure. Low- or no-silicon alloys, such as 2618, may wear a bit faster but provide better strength and durability. In the rare case of a crack in a 2618 piston, the crack will migrate to an area of lower stress and stop. 2618-alloy pistons keep their shape under extreme pressures and high RPM's.

The 2618 alloy grows more with heat and does require added clearance. On my build each cylinder is .0041 larger than the matching piston. I do not expect any softness due to the ceramic coating application. Time will tell.

Thanks for the explaination. That is what I wanted to know about the coating. Andy, this is one nice looking build.

[mokeman3]

Originally Posted by MrMopar

It is a simple matter, the factory ECU parameters are being modified, not the actual ECU program. Parameters can be modified in the part throttle range of operation just as they can in the wide open throttle range. So in that aspect, yes they can be tuned for part throttle operation.

What can not be done by modifying ECU parameters, is to make the ECU ignore the target 14.7 when operating in closed loop mode, nor can the ECU be made to transition to wide open throttle parameters based strictly on manifold pressure.

So, if you have boost present when you are in closed loop mode, you still have a 14.7 or so AFR until you put the pedal down far enough to reach the transition point to wide open throttle.

I have been running a turbocharger on the 5.7 Hemi engines since the beginning of 2006, and for the last nearly three years, I have done all my own tuning with the iEMS3 which provides instant fuel correction anytime boost is present, and it does so by direct control of the fuel injectors.

And no it is not some MAP sensor voltage skewing piggyback, but a specialized stand alone engine management system with it's own internal injector drivers that has it's programming modified to work directly with a factory ECU.

Some tuners are making it work with CMR, SCT, HPT, etc, but it is no cake walk to tune a turbo by modifying the ECU parameters, and definately some are much better than others at this, Johan obviously the creme of the crop.

If you can't get fuel in when in closed loop boost, other methods must be employed such as pullling a lot of timing to lower combustion chamber pressures and heat, playing with cat converter over temp protection which will throw a little fuel at it to try and cool what the ecu thinks is an overheating converter, lowering the transition point for wide open throttle operation on the throttle position, etc. None are based solely on the fact that boost is present becuase the ECU was never programmed to understand what that condition is. And the big challenge is walking the fine line between making the engine survive and undesirable driveability issues.

So tuning for "part throttle" operation is one thing, tuning for "closed loop" conditions is a different animal all together.

This is a very good post, - I am impressed !

MM3

[PWR_Andy]

This is what I hope to achieve

522 ci TT Nelson racing engine more videos at WWW - Car Videos on StreetFire

[Challenger370]

Thats what an SRT-8 should be stock. 8L twin turbo 12 pounds per turbo.