The TALON, Running Project Report Options

[awd4kicks]

I'm going to start my version of the DSMCentral project report others have been doing for a while now.

There is a lot of history that can be filled in later, but I'd like to start with the current upgrade path to date. In that vein I'd like to start of with the math or 'Engineering' if I may be so bold.

When building up a project car I think most of us have found it's best to have a goal in mind, otherwise you will end-up spending more money than necessary and for things that may or may not add to the total package.

The Talon has always been a work in progress for better acceleration with a heavy lean toward handling. I love to drag race, and I really like to autocross, and have a dream to be a road race driver burried in the back of my mind under all of the day to day responsibilites. This mentality has given the Talon a basic strut and coil over set-up with a front-to-rear spool that makes handling a breeze and makes a good roller for what ever power plant I can afford. With that in mind my upgrade goal is driven to increase acceleration.

How do you measure acceleration when you love to drag race? 1/4 mile ET's!

GOALS
10.8-11.3 sec. - Tentative 1/4 mile goal (Traction, Driving, breakage and planet alignment at perfect levels obviously )

3280Lb's - Near stock weight of vehicle with driver

460 - 550HP - Approximate wheel HP required via 1/4 mile calculator

555 - 663HP - Approximate crank HP required assuming 17% drivetrain loss

SUPPORTING REQUIREMENTS

FUEL
620HP - Max Wlaboro 255HP Fuel pump supply figuring 30psi boost in a 25% safety margin (10% options &.6 BSFC?)
(255lph/3.785=67gph x 7.25=485lbs/hr / .625=776 max HP / 1.25=622 HP)
(Correction 210lph/3.785=55gph x 7.25=399lbs/hr / .625=638 max HP / 1.25=510 HP)
(Optional #1? 210lph/3.785=55gph x 7.25=399lbs/hr / .625=638 max HP / 1.10=580 HP)
(Optional #2? 210lph/3.785=55gph x 7.25=399lbs/hr / .600=665 max HP / 1.10=604 HP)
(Optional #3? 210lph/3.785=55gph x 7.25=399lbs/hr / .560=712 max HP / 1.15=619 HP)
(Optional #4? 210lph/3.785=55gph x 7.25=399lbs/hr / .560=712 max HP / 1.10=647 HP)

600LPH - Fuel volume/flow of (Stevetek style) 6AN DSM fuel system @ 60psi
(2.35 times allowable volume than pump can supply)

488HP – Fuel supply through (4) 850cc injectors at stock pressure
(850cc/10.5=81lb/hr x.90(duty cycle)/.60=122HP/injector x 4=488HP)
(850cc/10.5=81lb/hr x.90(duty cycle)/.56=130HP/injector x 4=520HP)
(950cc/10.5=90lb/hr x.90(duty cycle)/.56=145HP/injector x 4=580HP)
(1000cc/10.5=95lb/hr x.90(duty cycle)/.56=152HP/injector x 4=608HP)
(1600cc/10.5=152lb/hr x.80(duty cycle)/.60=203HP/injector x 4=812HP)
(1600cc/10.5=152lb/hr x.90(duty cycle)/.56=244HP/injector x 4=976HP)
Optional injector sizes listed - HP amounts still questionably low dont they.
After running out of injector at 20psi and my base fuel pressure cranked up to 48psi I think it's safe to say that these calculation are much more correct when they are conservative. In light of this I have rerun the numbers using ,65 as the lowest BSFC possible to keep the HP numbers realistic. (850cc/10.5=81lb/hr x.90(duty cycle)/.65=112HP/injector x 4=448HP)
(1150cc/10.5=109lb/hr x.90(duty cycle)/.65=151HP/injector x 4=606HP)
(1600cc/10.5=152lb/hr x.75(duty cycle)/.65=175HP/injector x 4=701HP)

*This is obviously a questionable level. I need to recheck the figures but do plan on upping the fuel pressure if it will help sufficiently. With the same math except 100% duty cycle my stock 450 injectors figure out to support 288HP which figures pretty close to where I was with the 12.6 quarter mile runs. 850cc is 1.95 times bigger than 450s which I would like to say equates to 503HP at stock fuel pressures and 90% duty cycle.
Hmmm…can anyone shed better light on this? I would think 850cc injectors would be more than enough for 600crank HP, but it may be wishful thinking.

TURBO
503WHP/428WTQ – Max power applied with FP3052 ball bearing turbo on 93 octane
(See dyno chart in my garage – obviously is not my dyno run but a very similar build-up. This would figure up to 603HP and 515ft/lb’s of torque at the crank at 17% drive train loss. )

CLUTCH
400ft/lbs – Approximate holding power of existing 2600Pressure plate with street disk
500ft/lbs – Approximate holding power of ACT 2600 pressure plate with 6 puck disk
600ft/lbs – Approximate holding power of ACT 2900 pressure plate with street disk

MISC Support mods
1G EPROM ECU – remapped for 850cc injectors by NCGalant
Victory Performance Street front mount with 2.5” aluminum piping
FRH Intake manifold
Stage 2 ported head w/ .5mm oversized valves & dual valve springs w/ titanium retainers
Ported 2G exhaust manifold
Tial 44mm External waste gate to external dump
Tial Blow-off valve
3.5” GM MAF and 2.5” Dejontool blow through piping
GM MAF translator for fine tuning
TRE front to rear differential spool in an otherwise stock but fresh 1993 transmission
Koni Yellow struts and shocks with Eibach coilover springs set at about 1.5” drop
13lb. 16” RX7 rims wrapped with Sumitomo P225/50R16 fatties
Light weight battery

Let me know if anyone has more info on the products I have listed or input on this project. A lot of my numbers are approximate so don’t get too nitpicky on me. [/COLOR]

Attached File(s)

 93octane_full.jpg ( 0bytes ) Number of downloads: 0

 

[natedogg]

In the past I've been able to tune out that cruise knock with the idle and/or mid throttle adjustments on the MAFT. You could also try the RPM dependent tuning on it to see if that helps at low RPM.

Are you running a Walbro 255 high pressure right now? Are all your fuel lines upgraded? If the answer to both of these questions is yes, then chances are I'll need to upgrade my fuel pump as well. What are you thinking about upgrading to?