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Old 10-23-2007, 08:57 PM   #16
Ben Mens
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Quote:
Originally Posted by Chris Uratchko View Post
Ben if it's alright could you let us know how it does on a small block of that caliber? Mine was on a big block.


3%, I wish the dyno was as clean as it smells now........
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Old 10-23-2007, 09:41 PM   #17
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wow 3% i would be happy with that on a sb.i'll take what ever i can get too.
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Old 10-23-2007, 10:17 PM   #18
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3%, I wish the dyno was as clean as it smells now........

That smell is incredible... I came home from the dyno and jumped in the shower, and felt guilty like I was hiding something LOL........
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Old 10-23-2007, 10:22 PM   #19
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That smell is incredible... I came home from the dyno and jumped in the shower, and felt guilty like I was hiding something LOL........


I wasn't THAT happy with the results,lol!
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Old 10-23-2007, 11:03 PM   #20
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That fuel reads way positive on the meter. Some guys in the LS-1 crowd had some in Memphis and it was +12 on the fuel check.
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Old 11-01-2007, 05:10 PM   #21
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My local fuel supplier was trying to sell the Q16 to me in place of C16 the other day. It sounds like it's a viable alternative, though.
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Old 11-05-2007, 07:04 PM   #22
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We tried it this weekend.
Made two base line runs with C-16.

Little bit about the combo:

422" SB2.2 SBC 15.3 to 1 46cc chamber, 278/288 on 110 in at 110
Tube car 2635 pounds.
Shift 7500 cross 7900 1/8th mile. Cross 1/4 at 8600.

C-16 1100 Dominator on a wilson tapered Crossbar plate down to a 4150 base intake likes 94 jets, 39 high speeds, 80 intermediates, 30° timing.

Base run with 1100' DA 5.47 @ 125.30 1/8th and 8.60@ 154 1/4 bumping the 8600 chip.

First run with Q-16 96 jets 27° timing.
5.52 @ 124 lean as hell. o2 was high 13's to low 15's

Second run: 98 jets still lean went 5.50 @ 124 1/2

3rd run 100 jets and 37 high speeds.
Still lean but better. 5.49 @ 125

4th run: no bigger jets so I went down to 32 high speeds.

Got back to origional ET but still lean up stairs probably because of the small high speed.

Called it a day. Thinking about a different booster to pull more fuel or some bigger jets. Aparently we have a signal problem (maybe because of the tapered adapter) and can't pull enough fuel. Aparently it wasnt a big deal until this Q-16 demanded more fuel.
On the last run the fuel curve looked like this:
http://bumracing.com/albums/album01/11_03_07_7.jpg

The base line pass on C-16 looked like this:
http://bumracing.com/albums/album01/11_03_07_2_001.jpg

As you can see in the logs the additional power showed up in the converter stall. We just have to figure out how to give it more fuel.

This motor loves oxygen.
100 of N20 .4 out picks up .25 and 7mph in the 1/8th
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Old 11-06-2007, 12:29 AM   #23
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Well after more research it appears I have hit the limit on the fuel that can flow through the wells of a 3 circuit dominator.
Back to the drawing board for now.
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Old 11-06-2007, 01:21 AM   #24
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According to my calculations Scott you are going to need a 1155 cfm carb for a 422 cu in turning 8600 rpm's
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Old 11-06-2007, 08:53 PM   #25
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Quote:
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According to my calculations Scott you are going to need a 1155 cfm carb for a 422 cu in turning 8600 rpm's
Well dont forget you have CFM in the fuel.
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Old 11-07-2007, 04:47 AM   #26
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Will Q16 mix with E85?

I'm looking at running 10-25% Q16 inthe E85, 14:1 motor, driven to the track.

Both local tracks are 12-15 miles away.

Yes, it's 91 CID Honda......don't flame, just don't tell the ricers that old school V8 tuning really works no matter the number of cylinders and displacement.

My case in point, stock motor was 102 chp/85 whp, simple OEM cam/intake swap, header and exhaust netted 118 whp dynojet. Just like swapping SBC parts around.

Laugh if you must, but with a cam change and 5 years later, 121 whp mustang (130 whp dynojet) AND I got 53 mpg on that tank. NKY to Motor City and back.

14:1 vs 9.3:1, had to switch to R5671A's for plug clearance, .052" above deck, plenty of valve clearance (.100") and the piston to head clearance is .045", enough for rod stretch.

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Old 11-07-2007, 12:25 PM   #27
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Like I said be prepared to throw fuel at it!!! Lots of it.

If it's overly rich, it won't care as much as other fuels....
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Old 11-07-2007, 02:16 PM   #28
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After speaking with a couple cab builders I need a skirt on the bottom of my boosters to pull more fuel.
That should bring my C16 jet down in the 88-90 range From the 94 and give me more tuning room for the Q16.
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Old 11-07-2007, 04:52 PM   #29
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Like I said be prepared to throw fuel at it!!! Lots of it.

If it's overly rich, it won't care as much as other fuels....
with the E85 itself needing about 40% larger injectors, I'm just gonna almost double the size of what I have, will provide a extra margin of safety.

Stock Honda injectors are about 22 lb/hr, I'm going to Ford 42 lb/hr, they fit with minor modification.
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Old 11-07-2007, 08:42 PM   #30
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Blower and intercooler I would add +10% over regular tune. I pushed a head gasket between 2 and 3 with + 8%. I didn't notice any difference as I switched between Q and C16. Maybe try again next season fresh motor and a functioning wide band.
Burns the eyes when pouring, nasty smell.
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