2009 GT2 Protomotive 4.2L Big Turbos E85
#91
02-10-2016, 07:10 AM
I'd imagine it's getting worked on right now. I hope to see the car put down 1500+WHP. If it does, they will have changed some of the fuel system.
#94
02-13-2016, 05:50 PM
I have had a build that doesn't make sense on the horsepower that was supported by the injector. I never had the car on the dyno but I probably had 500 passes at the drag strip with the set up.
It was a 6 cylinder car using a blue top Denso 720cc injector. The car was 2850 lbs. (that was my class minimum with penalties so it could not legally be lighter than that) and was put on the scales after every qualifying and competition pass for years.
The car ran low 8's at 164MPH so that equates to over 900HP.
The car used VP C16, ran a base pressure of 42 p.s.i. and raised the fuel pressure 1 to 1 with boost.
According to injector sizing formulas it was impossible to do what we were doing but we did it with that set up for 3 years. We ran the exhaust temperature pretty high (1800-1825 degrees at the pipe) and we never melted a piston in all the time we raced that car.
We ran a small shot of nitrous to help with getting the car up on the converter but it was a single nozzle system with just about the smallest nitrous fittings we could use.
When I used to race this car we didn't have access to a lot of the parts that were available today so this is the set up that we stuck with. Everyone would give us advice on what we should be doing but we were winning races and not hurting parts so we never changed anything.
I hate when I come on here and read threads like this because I can just imagine what it would have been like if forums were big when we were doing what we did. I would have never heard the end of it.
It was a 6 cylinder car using a blue top Denso 720cc injector. The car was 2850 lbs. (that was my class minimum with penalties so it could not legally be lighter than that) and was put on the scales after every qualifying and competition pass for years.
The car ran low 8's at 164MPH so that equates to over 900HP.
The car used VP C16, ran a base pressure of 42 p.s.i. and raised the fuel pressure 1 to 1 with boost.
According to injector sizing formulas it was impossible to do what we were doing but we did it with that set up for 3 years. We ran the exhaust temperature pretty high (1800-1825 degrees at the pipe) and we never melted a piston in all the time we raced that car.
We ran a small shot of nitrous to help with getting the car up on the converter but it was a single nozzle system with just about the smallest nitrous fittings we could use.
When I used to race this car we didn't have access to a lot of the parts that were available today so this is the set up that we stuck with. Everyone would give us advice on what we should be doing but we were winning races and not hurting parts so we never changed anything.
I hate when I come on here and read threads like this because I can just imagine what it would have been like if forums were big when we were doing what we did. I would have never heard the end of it.
#95
02-13-2016, 06:11 PM
I have had a build that doesn't make sense on the horsepower that was supported by the injector. I never had the car on the dyno but I probably had 500 passes at the drag strip with the set up.
It was a 6 cylinder car using a blue top Denso 720cc injector. The car was 2850 lbs. (that was my class minimum with penalties so it could not legally be lighter than that) and was put on the scales after every qualifying and competition pass for years.
The car ran low 8's at 164MPH so that equates to over 900HP.
The car used VP C16, ran a base pressure of 42 p.s.i. and raised the fuel pressure 1 to 1 with boost.
According to injector sizing formulas it was impossible to do what we were doing but we did it with that set up for 3 years. We ran the exhaust temperature pretty high (1800-1825 degrees at the pipe) and we never melted a piston in all the time we raced that car.
We ran a small shot of nitrous to help with getting the car up on the converter but it was a single nozzle system with just about the smallest nitrous fittings we could use.
When I used to race this car we didn't have access to a lot of the parts that were available today so this is the set up that we stuck with. Everyone would give us advice on what we should be doing but we were winning races and not hurting parts so we never changed anything.
I hate when I come on here and read threads like this because I can just imagine what it would have been like if forums were big when we were doing what we did. I would have never heard the end of it.
It was a 6 cylinder car using a blue top Denso 720cc injector. The car was 2850 lbs. (that was my class minimum with penalties so it could not legally be lighter than that) and was put on the scales after every qualifying and competition pass for years.
The car ran low 8's at 164MPH so that equates to over 900HP.
The car used VP C16, ran a base pressure of 42 p.s.i. and raised the fuel pressure 1 to 1 with boost.
According to injector sizing formulas it was impossible to do what we were doing but we did it with that set up for 3 years. We ran the exhaust temperature pretty high (1800-1825 degrees at the pipe) and we never melted a piston in all the time we raced that car.
We ran a small shot of nitrous to help with getting the car up on the converter but it was a single nozzle system with just about the smallest nitrous fittings we could use.
When I used to race this car we didn't have access to a lot of the parts that were available today so this is the set up that we stuck with. Everyone would give us advice on what we should be doing but we were winning races and not hurting parts so we never changed anything.
I hate when I come on here and read threads like this because I can just imagine what it would have been like if forums were big when we were doing what we did. I would have never heard the end of it.
The other factor too, is from what I understood was we were talking about E85 which is a huge difference (25-30% more fuel) Just my 2cents.
#104
04-22-2016, 07:22 AM
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Join Date: May 2010
Location: Brampton,Ontario,Canada
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2nd that! Need more on this beast!
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