kartman

We did this but without the extra compression the gains over 98 are marginal. Use the LPG bottom end as it has another point of compression, we recently won the NA 6 cylinder and boosted 6 cylinder classes at Pro Flow's dyno day with both cars being e85.

We've done at least a dozen now, the results are great with boosted engines but the long term problems are not yet known. E85 is like alcohol in many respects and does effect many plastics, rubbers, and mild steel with coatings. Later cars are designed to take E85 moreso. We are getting gains in the range of about 60-80 rwkW with similar mods to 98 in an engine with around 250-300 rwkW. A recent fg g6e made 383 rwkW with a high flow cat and boost pipes with ID 1000's and a big fuel pump on 16 psi. We went from 360 to 460 rwkW on a built BA on 20 psi before maxing up the 880 cc injectors. The issue mainly is supplying enough fuel. The other issue being what cylinder pressure a stock cylinder head can stand, I'm sure people will dispute this but our testing has found beyond 20 psi with optimal timing the heads are hard to keep on, I am aware of a number of tuners that are experiencing the same issue, unfortunately the torque generated with a good fuel and optimal timing that pushes the piston down is also trying to push the head off, a guy called Newton said, "for every action there island equal and opposite reaction". C'mon aftermarket industry we need an aftermarket head with a thicker deck so we can reliably run more boost with the ideal timing. As for quality, buy a tester and make sure then tank is empty of 98 before filling with E85. Cheers Joel

If it has modified camshafts it's not unreasonable to want the car for a couple of days, personally I like to log the cold start to make sure that it starts and runs as well as it can, camshafts are the only mod that can really adversely effect cold running, done correctly camshafts do require a lot of tuning time if you want the best of the vehicle. Don't knock the tuner if you have been happy, give them the benefit of the doubt and enquire as to why it will take so long. To fully tune a different set of a shaft profiles correctly requires time as the efficiency has to be assessed at different amount of cam advance/retard. Cheers Joel

Is it running 14 psi to redline? I''d suggest you may be at 14 psi at 400rpm but it would have to taper back to 6-7 psi or it will be lean, like Ratter said. Engine failure stuff. Injectors and an actuator will allow you to maintain the boost in higher rpm and make the numbers, personally I'd be suggesting a cooler as well though.

I replace head bolts on every head I do, if you have a stretch gauge and can compare your used bolt to a new one and know the limitations ten it's not worth the risk. The stock head gaskets are very good, the multilayer steel shim is the most common form of headgasket these days due to the reliability of them. Cometic have a good rap but I have two customers who have gone back to stock gaskets from Cometic allthough not in Fords, LS1 twin turbo's Cheers Joel

The boost is a bit complex as the ecu controls it, the highest desired boost in the FG XR6T manual is 10.4 psi, it only aims for this at an IAT of 150 degrees F at 3000-4500 rpm, the normal boost is more often around 8.3 psi at IAT's of 80-120 degrees F, the boost tapers off above 4500 rpm dropping to only 5 psi at 6000 rpm. This is why you get so many different figures thrown around as the boost is not a set thing like the good old days, it varies dependant on IAT, coolant temp, throttle position for starters. These figures are straight from a stock tune file in SCT. Cheers Joel

Have you had the trans tuned? I was all committed to overhaul mine but I waited until the software was available and now its fantastic, firm gear shifts and they can be tailored to suit. I have the superpro bushes in my BF and havent noticed any added noise in the comfort bush, they make a soild and comfort(void) bush. I've done about 30 000 klms on them and they still look good. Cheers Joel

The rev limiter may have been changed to a hard cut from throttle limiting by the tuner, you can't get big figures out of stock injectors as there isn't the fuel, boost is added as fast as possible up till the injector duty is close to max and then the boost is pulled out as rpm goes up so it doest leean out. Joel

Herrod suggest having a quality battery charger on the FG while flashing to us tuners, I leave it on the whole time on the dyno as I had one fall over and had to disconnect the battrey for an hour before being able to get in again. Joel

Toluene is also classed as a known confirmed carcenagen, contact is proven to cause cancer. We test our e85 and are getting excellent results, typically a 350 kw turbo engine can make another 60-100 kw at the same boost. We went from 9.92 to 9.72 and added 5 mph in a VL turbo on the 1/4. We used toluene when I did my advanced engine design and tuning course back in the '90's, and it wasn't new then, if it were the answer it would be used universally. Joel

If you still have an issue when the tank is over 1/2 full then check the boost, if the car is overbosting it will go into torque reduction, this means reduced throttle and cylinder cut, feels like a shudder sometimes. Joel

The xcal 1 is no longer supported and can't be flashed with SCT, support ended over 12 months ago. You need an xcal 3. Joel

A 200 cell cat when new shouldn't log a code. I've had an FG that had a similar issue with power with a slipping clutch, I haven't had anyone confirm it but it seems the ecu may be able to calculate clutch slip, probably based on engine rpm and wheel speed relative acceleration, I removed all the throttle based torque reductions anf the FG clutch issue became quickly apparent. It's unlikely to be coils at 3000 rpm, normally coils would be more evident at higher rpm. Same for valve springs. BF springs are usually good for 14 psi, what boost are you running. Cheers Joel

Why? There are always two sides to any story if you are refering to the flash box one. I have SCT and HP and the SCT is the more complete tuning package.

There is more to it than that, Thd DTS Prodyne is the only dyno to have connected rollers, front to rear, here is something we did to demonstrate why. http://s226.photobucket.com/albums/dd214/4wheelinls1/?action=view&current=Howtocheatthedynorollers.mp4