Finally did it... Stable 16psi on 10:1 & No Knock!!!!

**DrGonzo** · 03-29-2012, 08:31 AM

Some of you have followed my progression with this car and know what it's all about. Most of this info was sent to another member in a PM but I figured I would drop it into a thread for everyone else as there is a lot of good info in here.

My goal was to see how far I could safely push a boosted 10:1 motor using stock N/A block, N/A heads and 9b's.

Here are the details of the PM!!

************************************************** ************

My engine is for the most part completely stock. Lower end is still stock 10:1 and the heads are also from my N/A. When I got the TT frame it was the only engine I had. Stock f/r manifolds, turbos etc... Even the ignition system is still stock and I'm running NGK coppers at 0.28. About the only thing different is I'm running 99 lifters "which still tick!!".

Intake/Exhaust
Specter Air filter
Ebay pre turbo pipes
Stock N/A MAF
CX Racing CMIC
M2/Megan 3" SS exhaust splits to 2 canisters

Fuel
Walbro 255
-6an lines tank to rail
Fuel Lab PRessure Regulator set to 53psi base
Stock rails
Stock 360cc injectors

Meth Injection
Devils own 150psi pump
Snow Performance Progressive controller (On @ 7-8psi Full at 11-12 psi)
single 5 GPH (315ml/min) nozzle
50/50 Meth-Water mix

Tuning
Stock TT ECU
SAFC2
AEM Wideband
TurboX Knock Light
Prosport EGT

The key is to start slow and work up. When I first built this I was only running 10 psi for the first couple months. Once I saw that the engine was good I turned it up to 12 psi. Started to see so random knock when the engine had been running for a while so I turned the boost back down to 10psi. Added in the Meth kit to stabilize the intake temps and keep the knock under control. Running the 50/50 I was able to tune it up to 14 psi. Any higher and I would get random knock again. I knew then it was a flow/heat issue with the stock SMIC. Got the huge front mount installed now I'm able to get to 16psi with no knock.

It has taken me almost the last 2 years to get to this point as I didn't rush. I tuned tested and made sure it was stable. The key is to tune it to how the engine responds. Just cause my 10:1 can make it up to 16psi doesn't mean anyone can build theirs the exact same way and do the same. It's all up to the engine.

Another thing to note is that my last Oil Analysis was not good. Lots of garbage in the oil. I am hoping that it was due to all the work I did on the engine in those 5000 miles. I'm going to be sending off another sample in the next month or so to have them test it again. I'll know for sure then how much wear the amount of boost I'm running is actually doing to the engine. I only drive the car once or twice a week and I don't push it. I drive it and every now and then get on it. So it should last me awhile. I'm in the process of building up a tt block to swap out at some point as I want to some day go bigger turbos. I don't think the TT block will ever compare to the torque this 10:1 block pouts out when boosted though.

************************************************** **************

At this moment the car is running great at 16psi and I still have more room to turn up the boost. I can probably get it up to 18psi. maybe higher but not sure. If I go any higher I will have to swap out injectors. The stock 360cc's are as maxed out as I want to push them. With the base fuel at 53psi "360cc at 53psi base = about 450cc" I am seeing IDC's at about 85-87% which is a high as I want them to go So if I want to push that 18psi envelope I will have to step up to 450cc's or 550cc's.

I have found that there is an AWD Mustang Dyno here locally and the guys prices are within my acceptable range so one day I will take the car out and get it dyno'd. I have a track event planned at Rockingham Drag Strip on April 22nd so I may finally get some good runs in. Hopefully the stock clutch holds out!!!

**Toni** · 03-29-2012, 09:05 AM

Nice! Congrats. It's always nice when things finally fall into place.

**niterydr** · 03-29-2012, 10:16 AM

Nice! I remember one 9b 10:1 swap we did at the shop and had it running around at I believe 10-12psi on a S-AFC and 450cc injectors. Car had an incredible area "under the curve" for such low boost. Curious to see what your results are!

**familyMAN** · 03-29-2012, 05:37 PM

10:1, 9b and 16psi, sounds like a pretty fun car. Now it's time for injectors and e85

Most NA to tt builds stick with the SMIC. As you have seen, the FMIC and meth makes a big difference. Congrats!

**J. Fast** · 03-30-2012, 12:51 AM

Oh man Gonzo, if you could put E-85 in that thing you could prolly add 4 pounds of boost to it and it wouldn't knock. I bet it would make close to 500ft/lbs too! Nice job so far. You and Ivan are slowly chipping away on your SL TT's. I think the last dyno visit Ivan had was close to 400ft/lbs @ 14psi and 50/50 water injection.

**DrGonzo** · 03-30-2012, 08:15 AM

LOL... Yeah it's a lot of fun messing with the 10:1 and it's got tons of torque!! I wish I had E85 around here but I'm really happy with what I have done so far on pump.

Remember Jeremy I've got one up on Ivan as my 10:1 engine is in an AWD frame... I think Ivan is still FWD correct? That means I can put all that torque to the ground and not loose traction!!!!

**Roybatty** · 03-30-2012, 08:17 AM

Relatively stock here running 1.15 bar/16.6psi. Interesting to see your additional compression ratio requiring the meth and IC upgrades to increase boost.

Just tuning by knock for now; using Sunoco Ultra (yea ouch ~ $4.10 around here atm)and smaller gaps to make knock go away after turning up boost. I think I still have more room to go; but interested in keeping her a reliable dd for now, curious what boost other 9bs are at.

**DrGonzo** · 03-30-2012, 08:46 AM

Originally Posted by Roybatty

Interesting to see your additional compression ratio requiring the meth and IC upgrades to increase boost.

It's more there to control the combustion temps than anything. With the higher compression it generates a lot more heat than a stock tt. Hence the knock at lower boost levels. With a 10:1 it is really about controlling the temps of the intake charge and keeps the combustion chamber temps within limits.