Does anyone have experience with a turbo charged 350 Buick on Methanol? The engine will be injected. I am concerned about getting accurate air/fuel numbers for tuning. The car is not running any type of electronic fuel management as per class rules. So I will just be using a data recorder for tuning. This is for my wife's car 1100lbs. with her in itou: and I thought my rail was light:eek2: . Hoping some people step forward to walk me through this. I will also need a source for an SFI balancer, any preference? Thanks in advance:TU:
You could run a standalone O2 monitor that will handle methanol ratios, the WEGO #112003 from Daytona Sensors could do it (see http://www.daytona-sensors.com/WEGO3.html about 1/3 down the page) but the challenge would be working with the zoomie headers...you might want to make a phone call about tackling that. Devon
Devon thanks for the response. My wife"s car will have a single 4 or 5 inch X 2-1/2 foot long exit pipe from the turbo. The turbo we will most likely be using is a Garrett PowerMax Ball Bearing GTP38R Turbo. I have a spare here and all parts necessary to install. I will be able to mount it at the same height as the water pump would be, if she was using one. This will allow for an easy oil return line to the pan.
Sorry, I glazed over the turbo comment and my brain went supercharged thanks to your avatar! The single pipe would make an O2 monitor a cinch. Devon
Devon I don't worry about the engine in the avatar, I keep the fuel very rich on that one. If I am wearing a bunch of little gray dots at the end of the run I am good:laugh: . That link looks to be what she will need. Thanks:TU: . Still looking for input on this build as I have been away from the 350 engine for about 25 years. Darn Nailheadsou: :laugh: .
John, I've been looking into the same kind of thing. What injection system are you using? I've been looking at rons system. It requires 2 injectors per cylinder, and another barrel valve that is boost referenced. I've heard that enderle has a system that is simpler, but have never seen one for comparison.
I am using the Hilborn injection from my Nailhead set-up with custom adapters that my Wife and I are making. We will not have an intake manifold just a valley cover. The long ram tubes of the Hilborn will be replace with 2 log style tubes running along the tops of the injectors. This will also be using a Hilborn mechanical pump. Tuning will be done using the shims, jets, multiple pills and returns. Due to the rules, the tune-up we give it in the pits is all we can do= no computer controlled functions. All actions are a result of the drivers controls.
Doug I am just glad after 25 years my wife is still interested in the Buick's. As many people that know us still can't believe how into racing she is compared to most guys. The car this is going into is a 160" Front Engine Dragster(period correct styling) including a short chute-pack body. On a 350 Buick what would be the best spot to use for the turbo oil feed? Do I need to use a jet to limit the oil amount to the turbo? Would stock ported exhaust manifolds be good enough for now facing forward, or would it be better to just make some headers? We are mocking up the engine in my car while we wait for her car to be a roller. I am planning on her using my car to do her last few runs for her comp license. That and I want to see how fast a 350 can go with a little help:laugh: .
Put a T off at the oil pressure sending unit goes. You can put the drain into the oil pan at the front. Mark who built my kit said he has a new simple way to add the drain though so send him a PM to get the details. http://www.v8buick.com/showthread.php?t=99527&highlight=oil Info on restrictors: http://www.v8buick.com/showthread.php?t=200978&highlight=oil I would either have Mark Burton build you some log manifolds or have him build you a set of headers. You can also buy header flanges from him and then build your own headers. You can not flip the manifolds udside down since they will not bolt up. Cool project!
Sean I was thinking about using stock type exhaust manifolds just aimed forward for now. I will be pulling my engine in the dragster while I wait for a few parts needed to complete my new engine. I will put my Idea into my car for the moment to try out. That should look real small after looking around the supercharger:laugh: . I will pick up her chassis next month. I will pick up a set of header flanges for her car and make everything as tight to the car and engine as possible. My goal is to give her a car to run in the 8.60 range with out a lot of maintenanceo No: .
Sean, thanks for the support! I think he's talking about just swapping sides for the manifolds though, not flipping them. John, I would like to see the stock manifolds used just to prove that the exhaust between the head and the turbo isn't that critical, unless on an all out application. Typically the the turbine will be the biggest restriction in the exhaust path. You shouldn't need restrictors for typical Buick oil pressures, but like I said in the post Sean added, 3/16 brake line and flare fittings makes a really nice install, and serves as a restrictor, just in case the pressure does get too high. My car's turbos are nice and tight still, and show no signs of wear or oil starvation with that setup.
if that turbo is a ball bearing one then you will want to run a restrictor. otherwise 3/16 brake line as stated above would be fine by itself. thats what i use. I saw someone mentioned a 2 injector per cyl setup. Id manage it with megasquirt with staged injection and intercool it.
Is the Megasquirt electronic controlledo No: ? If it is we can't use it, do to the rules of the class. No need for an inter-cooler with this set-up or amount of methanol used per run. Going to the Northeast soon to pickup the chassis:3gears:
Mark thanks. I figured it was electronic. The Hilborn will work well for what we are looking to do. The fun part will be making the new timing cover..
I just looked up Hilborn injection. Thats pretty neat. I am only familiar with electronic fuel injection. Does it just have a set flow rate increasing with rpm or does it also have a way to increase fuel relative to manifold pressure also?
The Hilborn system I am using is completely mechanical. The Fuel block has a ramped metering system controlled by throttle movement. The pump delivers fuel at a rate far in excess of what you need as the rpm increases. To compensate for this you use a "Pill" specific metering orifice, incredible amount of sizes. That controls your base tune up. Then you have a high speed by-pass, again controlled by a metering "pill" and different spring rates, which can also be shimmed to fine tune the amount returned to the tank and at what RPM. These are checked with a leak-down gauge. At wide open throttle above 4000 rpm we are feeding the engine through a 1/2" line at 92.psi. through 8 - 1/8 open nozzles. The 350 will most likely not be using a high speed bypass, this will allow for the engine to have plenty of fuel. I will add the high speed if needed. We are figuring this engine combo will consume 3-4 gallons of Methanol a pass. To put this in perspective our new supercharged engine has an 18 gallon a minute fuel pump and is pushing the fuel through 16 nozzles:eek2: This combo will consume 5.5-7 gallons per pass.
