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Follow up question concerning M1 shelf life.
Customer brought us a 5 gal pail...…that won't last two pulls.
So been using our 55 gal drum, but it's a few years old. Just opened last year though.
Bad idea? I'll get a new drum if so warranted.

Really trying hard to help this guy out. Very nice guy, and we enjoy our easy to get along with customers. :)

Ron
M1 doesn't really degrade. If it was a sealed drum, and it wasn't stored in the rain, it ought not have water in it. It can be tested for water. But I wouldn't think twice about using it.
 

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Discussion Starter #23
Damn sorry man! My bad, I just looked again and it was a SBF file.... it’s called “427ci methanol twin turbo 40psi”
Found it! I’ll richen this thing up a bit.
I may be at Woodburn if my buddy is there with his TT truck I tune. If so, I’ll stop by. Thank you!
 

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Discussion Starter #25
Back on the dyno with this.
Commanding AFR of 4.0.
Holley doing its correction thing but WBO2 reads 4.4
Is that the limit of the sensor?

Also, what exactly does choosing methanol as a fuel do? I ssk because it doesn’t seem to change any tables, we have to input the desired target in AFR

Ron
 

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I assume it’s the NTK sensor? Not the Bosch? My ntk reads down as low as 1.8 AFR ... I would suspect the thing is either not going into closed loop because of another reason, or that the gain values in the closed loop/learn are set up extremely soft?
 

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Discussion Starter #28
I assume it’s the NTK sensor? Not the Bosch? My ntk reads down as low as 1.8 AFR ... I would suspect the thing is either not going into closed loop because of another reason, or that the gain values in the closed loop/learn are set up extremely soft?
My bad. Turns out half of the Holley brushless pump is not working.
Sadly no fuel pressure sensor to data log.
Fuel pressure was dropping from 50-20, boss had to stand outside the car to watch during a partial pull.
Holley was doing it's best to keep up though!
 

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Thanks for the reply. Thats about what im looking to run. Wasnt sure a single set of them would do it.
Keep in mind the 30b injectors were also contributing fuel (gas). Not much but enough for maybe 200-300 more. Still I don't think I was out of injector at the power level I was running.
 

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While 220lb injectors seem small, when they are run at 90psi base pressure, they flow closer to 320lb. I personally have gone 7.50 at 180mph at 2700lbs with 220 Siemens deka and 90 psi base. My good friend has a x275 legal car that had a borg s480 cast wheel that went 4.80s at 150mph using a single set of 220lbs on batch fire with a sbf and XFI tuning to the leanest hole (thereby making the other holes a bit richer than they needed to be) .... I will caution this, the brushless fuel pump (or any electric pump for that matter) is not gonna get the job done. It’s belt drive/cable drive/or cam drive mechanical territory ....
 

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While 220lb injectors seem small, when they are run at 90psi base pressure, they flow closer to 320lb. I personally have gone 7.50 at 180mph at 2700lbs with 220 Siemens deka and 90 psi base. My good friend has a x275 legal car that had a borg s480 cast wheel that went 4.80s at 150mph using a single set of 220lbs on batch fire with a sbf and XFI tuning to the leanest hole (thereby making the other holes a bit richer than they needed to be) .... I will caution this, the brushless fuel pump (or any electric pump for that matter) is not gonna get the job done. It’s belt drive/cable drive/or cam drive mechanical territory ....
Absolutely correct. Aeromotive's graph showing fuel flow vs. voltage for the Pro Pump STOPS at 80 psi. I'm not sure they could even dead head much past 90 psi.

I was using 2 Aeromotive Pro Pumps when I ran the methanol but only was using 45 psi base pressure. Those 2 pumps combined were probably just enough to keep up.
 

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Discussion Starter #33
THIS.. 220 are on the small side for meth with boost
Especially with half the pump dead.
I’ve confirmed this, now need to talk with Holley.
The pump placement was horrible. Nearly above the top of the fuel cell. I’ll be re-engineering that to be correct with the pump at sump level. It will be awhile before I get back to tuning.
 

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Discussion Starter #34
Holley won't repair the pump. I took it apart, corroded inside. Something got in the screw on one side.
So after all the hassles with this car.....blowing trans fluid out, slick going flat during a pull and now the FP dead, time to rethink.
Going to go to E85. Aeromotive brushless pump, re-do the fuel system.

Just a few pulls on the dyno the methanol polluted the oil. And polluted my brain.

I'm thinking methanol isn't for girls.

Where is my dress...…..

Ron
 

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Evidently not, I love it and wouldn't run anything else in an engine I am really going to lean on. I have never had any issues with methanol and been running the same pump, regulator, Deka 220pph injectors for over 8yrs. VP M1 with their lube and I don't drain the system ever. Cap the vent and that's it. Waterman Little Bertha with their cable drive coming off the back of the dry sump pump.
 

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Evidently not, I love it and wouldn't run anything else in an engine I am really going to lean on. I have never had any issues with methanol and been running the same pump, regulator, Deka 220pph injectors for over 8yrs. VP M1 with their lube and I don't drain the system ever. Cap the vent and that's it. Waterman Little Bertha with their cable drive coming off the back of the dry sump pump.
I agree with everything you wrote.

But....

It's easy for methanol to absorb water especially in humid environments. I had problems with this and yes, some of it was my own fault. I didn't use sealed 5 gallon drums of it and let it get exposed too much to humid air while handling it. When I first tested some batches with a hydrometer I could tell it was already borderline "bad" from water contamination. After using it for approximately a year I stopped and went back to my only other option at the time - race gas. A month later I was doing a fuel pump test and could tell something was wrong. Turns out my pump inlet filters were clogged with chalky residue and the housings terribly corroded.

I never had a problem with contaminating the oil though. The methanol was only used with my secondary injectors while under boost. Otherwise the engine ran on gas which kept it hot eliminated the problems with methanol idling and during light throttle.

If I ever try using it again I will be more careful with the purity of the methanol I use.
 

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I agree with Brian.
With what little time I have spent tuning mine, I'm loving it.
Half a dozen back to back 500ft test hits on the street and the coolant temperature moves 3 degrees....lol

The key is keeping it lean and mean out of boost to avoid shitting up the oil.
A dual fuel setup makes this aspect a piece of cake.
Top fun inspired my setup, and while it is not cheap or easy, it works flawlessly.
 

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Discussion Starter #38
My bitch wasn't mainly about the fuel. I'm learning a new FI setup, and vaulted to a fuel I'm unfamiliar with.
On a car far from ready for prime time.
Were it tuned nicely on race fuel or E85, everything working, sure would have been easier.
Pump was DOA. Worked ok until I richened the fuel.
When I took it apart, there were chunks of corrosion throughout it. Thankfully there was a post filter.

I did tune idle and part throttle lean, 6.2 AFR.

As far as temps, well the radiator/fan even with our dyno fan couldn't keep it below 210. Although it took forever to warm up to 170 or so.

Appreciate the sidebars, always ok with me!

Ron
 

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Yeah, you were given the task of making chicken soup out of chicken shit.....
Roughing in the tune on gas or corn is a good idea as a baseline.
Good luck getting it all sorted out.
A belt or cable pump is essential for M1.
 

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Ron,
That sounds like a complete botched combo that they put together and threw in your lap Ron. When I built Mable the little 63 Chevy to its was very simple once I figured out the EFI system itself.
 
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