I'm sure you could tune the car to run on a lower octane with meth. injection, but I personally prefer just to run on premium.
First, thanks for the info!
An honest question here - I thought the w/m injection allowed to run
more timing with lower octane?
I've got calculated 9.2 cr based on the 8.8 factory spec on the 95
Lightning engine and the smaller Ebrock comb chambers, but actuals
on factory motors are usually a little less, so maybe 9.0
esp after radiusing the sharp edges in the comb chambers.
Shouldn't that work on a mild boost level, like 7 or 8? Or would it
be better to go a little lower?
I would plan on getting TMoss to port at least the lower, maybe also
the upper. I've read that in any type of forced induction, the freer
flowing the heads & intake, the more mixture you can force in at a given
pressure, or you can get as much mixture in with lower pressure.
Either would be a win, more flow at same pressure or lower pumping
losses and lower induced temps at the same flow.
So, I think somewhat better heads are in order if budget allows when
the time comes.
Now, after a lot of reading, I guess twin turbos are more $ on a mild
setup than is justified, so now focusing on single. I thought twins
would spool faster, but I guess that problem is a thing of the past
with the newer, better designed systems.
Now, last question. I'm still somewhat confused on BOV's vs wastegates.
Both needed? Why or why not? Am I right in thinking that on a draw
thru system you would mess up the calibration or tuning if you blow off
air downstream of the MAF?
Last question - I've read about FMU's for non-return fuel systems.
How is that handled with our return style systems? I haven't been
able to find anything about how extra fuel is added for boost. Just
larger injectors don't seem to be as good a solution as some type of
electronic FMU like the non-return systems use.
Thanks so much!! This is a most interesting subject and, as with lots
of stuff in adding power, there's lots of tech to learn. That's what makes