collingdale

Yea, the AFR might show rich but it is reading incorrect! The wide bad oxygen sensor was bad. When i use HP tuners i data log the fuel trims through the lap top using the factory sensors setting the fuel trims through a histogram. The last car i was tuning was a 750hp turbo mustang runinng C12 race fuel for about 3 hours and it damaged the LM1 O2 sensor. The readings on the graph are wrong for Marks truck. And the truck was not tuned by the dyno wideband! If it was that rich you would be seeing a lot of black smoke through the tailpipe and the check engine light would be on. On the 1\4 mile pass the motor was revving at the end of the 1\4 mile at 4800rpm in 3rd gear. Mark told me that he ran the 1\4 mile passes on the towing haul mode!

NOTE: Check and make sure your spider gear where the axle goes through doesn't have too much end play, or it will come back out and the C clip will fall out! Common problem with the spiders gears wearing out prematurely.They are not very hardened material neither is the case. To many smoky burn outs will do that.

After breaking in the cam and lifters you would change your oil and filter. On roller cams you do not have to break in the cam! Only on flat tappet cams.

Yes it is possible as i dynoed many.Just find out if he has dyno print out. Here is an 86 turbo 347 stroker mustang with 11psi boost 617hp at the wheels dynoed last week on ACCEL DFI.

Those some good and true numbers on mustang dyno .The dyno jet gives higher number as they are inertia dynos the majority. Mustangs dynos are eddy current. The important thing is that the customer is happy! Could you get more out of it? YES IS THE ANSWER.

Iam curious,Was the dyno done on a dyno jet? All i can say is that a 1/4 mile pass will show your real time. Or a couple of dyno pulls on my mustang dyno.

Mister don't worry,i have done a dozen of procharger installations.It doesn't get any easier than a procharger installation. No oil lines, self contained blower just add 6 ounces of oil that procharger gives you.Change the oil in the blower every 6000 miles. You can purchace all the brackets and intercooler seperate, and instruction book from them just give them a call. If you need help just call me.

Here is some light to IAT SENSORS. Colder inlet temps mean more timing advance can be used .Contreversly much hotter inlet temps [OFTEN A RESULT OF SUPERCHARGING] require reduced timing to avoid the knock that comes from the increased burned rate. Ideally an IAT sensor should be placed as near to the cylinder head intake port as possible so the computer sees actual charge temp. This allows for tighter control in supercharged applications, WHERE THE TEMP CAN VARY FROM 90 degrees to over 300 degrees in a non intercooled motor. A good tuner can compensate for SC application with the IAT sensor installed ahead of the compressor.It is installed there for safety margins from the factory.{But not very accurate} On all aftermarket EFI sytems the IAT is installed on the intake manifold closest to the cylinder head as i said.

Very nice motor i like the red color it offsets the whole engine compartment. GREAT AND CLEAN JOB! Can wait to see the dyno numbers. How much boost? Are you going to be using the same intake?

QUESTIONS: Do you have a dyno print out? What type of dyno where those numbers from? And when was the dyno calibrated the last time?

How did this thread get here? What a mess.

A custom tune because these trucks come rich from the factory with a very conservative tune with two octane timing tables. An exhaust system cat back, a cold air induction .And you should see on the highway between 18 to 20 mph per gallon.Don't use the cheap octane grade because you will burn more fuel and stay on the highway below 65 miles an hour.

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