Avo's, is there plenty of headroom on the fuel system to take it up to approx 500 rwhp? I'll up the boost, but I don't really want to do much more than that on this car. It just gets too expensive. The alky injection will add a little fuel, maybe to the tune of 0.25 on the afr.

It's my understanding that these cars run pretty rich on the top end. Are there any other ways to lean the car out on the top end other than a tune? I read about the member using the split second signal massager to try to increase the afr, but apparently the 02's countered that and so the device didn't work.

Apparently the porting increases efficiency, especially at the higher boost levels, so maybe this will get me by. I'm still waiting for a call back with info.

 

You can always get the larger intercooler from Eurotek to reduce temps....

 

Hey Avos Really interested in your comment on the ECU measuring intercooler temp Im having problems with loosing performance over 4K rpm Feels like all power drops off before shifting up a gear and worse on kick down when driving hard. Had a faulty thermostat this winter in the UK so changed it last week and things have got worse Performance is good when the engine is cold but drops off as soon as hot Its been suggested that I may have an airlock in the intercooler/s Have you come across anything like this Any advise really appreciated

 

@qwiketz
There is plenty of fuel left at 420 rwhp, that is why I know we can get the mixture much leaner then it is now and get more power. The TS is delivering much cooler air already than a roots blower, so that is why one can go leaner at higher boost than stock, and why I expect 20 to maybe 30 extra rwhp.

As I am already struggling (inlet remains the main restriction for the moment to get more power out) to get 420 rwhp with a Twin-screw on the STR, I doubt you can get close with an eaton. Even with alky but admit I have no experience with that to be honest. The eaton consumes so much more power when upping the boost that a lot of energy gets wasted, i.e. you will already need more fuel and air to come close, and cooling down the charge will not avoid the power consumption part. So imho you may need to re-think about the 500rwhp target, even if the fuel delivery could be up to it.

It would help if other enthousiasts who have done a Eaton tune/port to have them post some numbers, as then at least you know better what you could expect.

@stypernut
Not sure, would expect something else, especially since you mention it is ok when cold. You can check if there is flow by squezing the tubes of the intercooler, at least then you will know there is flow. You also might want to check for codes, do you have a OBDII reader then can also read sensors?

@Enthusiast
Have not seen their design, but it is important not to buy one that is to thick (some tuners do this), this will actually hinder airflow over the radiator whereas that is what you need. In short, you might be better of with a extra resorvoir, as that gives you more buffer time before it gets hot. This is also why some bigger radiators help, as they have bigger side tanks compared to stock.

 

Maybe I have a sensor on its way out
I get it checked for codes again and take it from there

 

Avo's, I was actually referring to your setup with the 500 rwhp question. I figure if you have plenty of fuel at 500 rwhp(about 600 bhp), then I'll definately have plenty of headroom for my "little" eaton project.

I did get an email from Bob this morning. He said that after the porting and modification, I should be close to 400 hp based on stock being about 330.

I'd love to see what other people's ported eatons are putting out. He's done several of these but I haven't seen any results on the forums.

 

Not sure what is left, am still pioneering at this level, will push the limit when I have the Stage II ready, and then I will know. The stage II is designed to increase the airflow again, and lower the power consumption of the supercharger, which leaves more to the rear wheels where you need it. I know that a tuner playing with the Eatons mentioned he was running into fuel issues, but that is understandable as you need a lot of extra air and fuel just to drive the eaton faster.

“I'd love to see what other people's ported eatons are putting out. He's done several of these but I haven't seen any results on the forums.”

I do not wonder anymore why we do not see any dyno results, it is highly underestimated what the extra heat and power consumption of the eaton brings with it when you cross its maximum efficiency level (also taking the intake designs into consideration, you just can’t compare that with other cars like the mustang kits).

So bottom line, the 330 rwhp is about right for a 4.2 (a non vvt, would actually say 330-340) in stock trim with a clean filter, but 70 rwhp more seems way off imho, you would need much more than just the faster spinning eaton (ported or not).

I think it is innovative what Bob is doing with an internal extra gearing (no kidding), though am wondering if the noise is not to load, as adding gears will make the unit louder (so louder than just spinning the Eaton faster and porting which also adds to noise levels).

Imo the best possible chance you have to gain more power with the eaton is to also combine it with better cooling like the alky kits, eventhough I have not seen any dynos yet with these combos, I know that the cooling will help in reducing the power loss as it reduces the power needed to drive the eaton and the ECU will move less into protection mode. A cooler charge means less PSI after the SC, and a major power consumption of the supercharger is caused by the pressure after the supercharger + intake vacuum (and here comes our crappy intake into the play unfortunately).

Keep us posted I would say, and start with a good base dyno run (with new preferably K&N panel filter, as you need a better filer once upping the power), it is essential that you already know your stock setup is performing properly before tinkering with it.

 

I'll definately do before and after dyno's. The cooling and octane effects of the alky injection are awesome. I have extensive experience with alky injection kits (I've even made my own) and I'm definately a believer after seeing what we're able to do on 91 octane gas.

Supposedly the porting increases the eaton's efficiency based on other (mustang guys) before and after dynos. He does also change the step up ratio which is similar to pullying it down a notch which will help a little by adding boost (assuming it doesn't increase the heat that much). Finally, the alky injection system should make the car more consistent by reducing the post blower temps. I'm curious to see how everything works out... We'll see once the car is on the dyno.

 

Yes, dyno numbers for me were stronger in the midrange, but died up top when it got hot, just like avos said. Our cars suck on the dyno, gets too hot, too fast

 

Bout time you put the video up!

 

Hey! Let's see some stats!

 

Hi Qwiketz,
I installed DewilsOwn alky initially with one 5gph nozzle located ~6 inch prior TB with progressive MAF controller. I could not feel any difference with pure water injection. Then I installed the second nozzle of 4gph and started to use 50/50 water/methanol mixture. Still I see the timing goes down from 23 to 16 degrees so I do not feel once again the difference.
Jaguar XJR - no difference with water injection

May I ask you for advice on your alky setup? Where are you nozzle(s) located? What are the nozzles sizes?