Eric I left a reply on your other video. Look into the extreme velocity hats they make more power and better distribution. The owner is Gordon Bishop and friend of mine. These hats have been test back to back against others on my dad's chassis Dyno. As well as testing with Steve Morris.
You can't ignore the charge cooling effect the fuel has on boosted systems. The more methanol you add, the more of the effect you get, hence better with e85 and better yet with straight Methanol. Awesome results with plenty room for improvement! Keep it up! Love the content!
@@billywilliams6853 Yes. E85 and straight methanol are hard (corrosive) on the fuel system as a whole and require more maintenance. It's part of the trade-off.
The Pito tube vent extensions help bowl pressurization, yes. But that's not what your issue is Eric.. A single needle bowl on Methanol at your power level, under boost can not keep up enough fuel volume to keep the bowls at level.. You need a twin needle bowl.. Ask me how I know..
That's incredible. I love these comparisons, usually E does well and it did but jeez. For people unaware Methanol likes to run rich, so that 6-6500rpm around 10-11afr might even see bigger gains. Killer setup Eric, it's gonna be a riot with that torque curve.
Hey Eric, this is Mike with your bastard port dragon slayers/BMP. Had Nye's do a 13.5:1 434 complete short block and I couldn't be happier. Pat is a great guy to deal with, they do quality work and the price was great. I finished the assembly, got it broken in and should make my first passes next weekend. Feels and sounds very strong.
The Hat is causing the lean issue. Those types have bad boost distribution problems, the boost will tend to build up in round section of the hat causing a high pressure area, while at the front, inlet side, creates a low pressure area. The high pressure swirls and enters into the low pressure area causing back pressure back into the inlet tube. In my opinion, draw through systems are way more consistent with air/fuel ratios and are far more reliable than blow through. Keep up the great work.
Thats really awesome .. i really like a company that appreciate their customers as much as the customers appreciate the hard work being done. Last weekend i spent 3600 at summit racing in Arlington tx and the sales guy was a complete d-ck and im like yeah i dont spent 10s of thousands of dollars every week here but i do spend about 20 plus thousand there a year and i dont expect to be your friend or anything but when i spent hard earned money i dont wanna be treated like a pos its not like im there having you look up parts im not going to buy or wasting your time i get it i worked autozonefor 6 years as a manager years ago and you hate your job but you nevers take it out on the ones buying your products or they go somewhereelse. . Yes i could order the parts but summit is a hour from my house and i like to look at what they have and get new ideas .
Get rid of that hat and put a superior airflow 4150 hat. I have been using one since 2006 or so. I welded a 1” spacer on bottom, it is a much taller hat and a gentle radius so the air can make the turn and force straight down on the air vents. Nice combo otherwise Eric.
Very cool .pat is super nice .he was willing to help me on the phone and I didn't buy anything but he was willing to take time to speak to me about my problem.theres no way I wo t buy my next engine from nyes.
I hear all these comments about the gas but did anyone else catch the these heads flowed 350cfm for a small block Chevy I have to say.... Eric that is super impressive honestly..so as good as the fuel is this engine wouldn't be making the power it does without your knowledge and wizardry. So hopefully in the future I will definitely be getting my 4v heads ported by you. That is if you do 4v ford's....?
More power at a lower peak rpm, longer engine life and better street manners too. I bet you could do a week-long drag racing tour with it. Try a full length exhaust on this set up; I bet the hp numbers wouldn’t suffer that much.
I will also note. The hat makes a huge difference. Of all the Hats I have tested, the Extreme velocity non divided or the procharger pro hat.. And since you know head port design, If you look at the hat you will understand why.
Good to read, have a single TS going on my crate 502 w. FiTech boost 1,200 under fiber cowl hood Also running tube for intake to filter box at cowl opening for cold air ('70 Chevelle). Which hat to get, and where? I'm in Wash. state.
I remember 1990-2000 Ford Ranger Baja racers that ran alcohol with 400HP and with 2.3 liters. Must have had really big gas tanks. But you can run very high compression with alcohol. Oh and that was with no turbo puffer / intercooler. E 85 is 108 octane. My old 440 purple shaft would have been real happy with that and a 1100 CFM Holley or the original 3 deuces it came with. Those were just a royal pain to keep balanced. Not sure about how long it would be before the alcohol ate up the metals. Back then 100 octane at the pump was easy to find.
E85 is so much cheaper... Yea your mileage goes down but you still are going to save. Your pistons and valves will be cleaner and best of all it makes more power. Hell I got an 03 Mach 1 that's na but I've seen a video with proof dude that guy had the same mods I have except he had cams but he gained 25 hp at the wheels. 376 to 401. So that's impressed just for switching fuel. That's got to be the best bang for your buck besides nos or boost!
Gaining a lot of torque from methanol is because of extra oxygenation and cooling properties. When tuning alcohol vs race fuel the alcohol fuel always makes more torque. Oxygenated race gas will make similar peak power to e85 but less torque.
I’m sure you already know this but there are different designs for the carb hats that change the air distribution in the carb as well as the fuel bowl issue you talked about.
Without an Extreme Velocity carb hat you’re going to have fueling/ distribution problems, I fought your same issues before. You will still need the bowl vent extensions too.
Great video Eric! Your truck is going to fly! Correct me if I am wrong, but from everything I have read, don't you want to be running E85 between 9.5-10.0 AFR and Meth around 6.8? Or is that only for higher compression? I always though methanol was roughly 2:1 compared to gas. Bump the AFR richer on the methanol and I bet your boost goes up. You may get 850 hp at 6700-6800 rpm.
I ran into the same issue on my 383, especially over 6500 rpm pressure would flicker 80-40 psi, idk what oil you’re running, but Valvoline vr1 fixed it
The storm of torque gonna need high winding centrifugal blowers love it get the right pulley also it’s peaky power if you want torque tvs magnason blowers
I agree on vent tube extension but I would ditch the low profile hat for the extreme velocity non devided hat with extensions facing air stream. My setup picked up 5 tenths in 1/8 mile with this setup
I am out in left field with these AFR numbers. It’s been a while since I’ve been around a dyno regularly. E85 was something I wanted to see some numbers on back then. Just never happened. I know our injected sprint engines had AFR numbers that read somewhere in the neighborhood of 5.5- 6?!! on methanol. I had some customers back then that were starting to play with the Ford 4.6-5.4 Triton on E85. They stated their AFR numbers were somewhere in the 7.5-8.5 territory. It’s been a while so I know I’m needing to be pointed in a direction and I have some reading to do.
Hey Eric I love your videos details are great how you explain the what and why on your truck since it's a street and strip have you thought about a 4l80 to improve the street aspect.
I'd bet the S10 is gonna be way quicker/faster with the huge torque and HP of the new engine. And I'd bet 850HP with proper tuning as well. What does the software say for ET and MPH potential with the new engine Eric? My wild guess would be mid to low 9's.
Lots of useful info there. I learned a lot about the torque storm, 700-ish hp is good for me, it seems to work, and I like the belt arrangement too. I am confused on the a/f ratios...I thought e-85 and methanol ware drastically different from gasoline? I like the idea of 355 gears for a STREET TRUCK (YEAH RIGHT, LOOKS RACE TO ME). I could have a lot of fun with this combo in a STREET S-10 Blazer.
@@WeingartnerRacing So are you saying that fuel M or E's target a/f ratio would be XX on a gasoline scale if you tuned the gasoline to match fuel M or E? My understanding (NOVICE) of A/F just got turned upside down and dumped on the floor. I missed a chapter or two somewhere.
Hi Eric! would it be less costly to change the Trans to an overdrive to lower RPM on highway? Thanks for sharing. Really awesome build. Cheers from Motown.
@@jimdrummondsr6467 Well done Jim. Sounds like the ticket! What is locking the converter do-mean? I am a relative newbie to this hotrod stuff, lol Thanks much!
@@robertclymer6948 . The torque converter has a clutch built inside. When activated, it couples the engine to the transmission as if it's a manual transmission. It acts like one extra gear. Absolutely no torque converter slippage when locked
Great video. Cam specs seem wrong. The card says 112* intake centerline. This means the cam is installed 10* advanced. Shouldn't it be more like a 118* intake valve centerline? BTW, the hat is extremely important. I've used an Extreme Velocity hat on all my blow throughs applications with out the vent problem. The hat directs the air down and has an internal divider.
Can the heat from the header be dissipating some of the fuel/fuel volume prior to getting down into the intake manifold? With the higher RPM's making the most heat and heating up the fresh air into the air filter? What you said about the intake cap raising vacuum in the float area. But also just looking at the numbers, the 5000RPM area was where the actual load began. The most heat would start to generate from the manifold at that point as well.
Hey Eric my big block is a 427 60 over its got around 10.7 to 1 compression its a 30 cc dome on the piston with a 112 combination chamber on my afr 265 heads do you think I would be safe to run one of those superchargers on it? Let me know what you think. Your friend from Louisiana Rick 427
Man, we run 4:1 afr on methanol and so does everyone else I know. It's in economy mode at 12:1 and beyond lean. So lean it won't even burn up whereas at 8:1 it'd melt down.. you're leaving so much power on the table !
They tuned it on gasoline scale which is why it seems really lean if your used to using a wideband set to methanol scale most tuners will use lambda scale so the type of fuel doesn’t matter generally methanol and E85 offer a wider tuning window and what I mean that don’t seem to loose power if your a little to rich
Hopefully 100 idiots don’t comment my comment. So annoying when people who know nothing start commenting. If you look at a lot of testing done with engine masters, and motor trend has an article I think from the guy @ Csu carb. They say the short low profile hats are terrible. Not enough height makes it harder for the air to signal the carb properly. And if you look at the Torqstorm hat it’s wider than the carb flange.. why do they want the air to go out instead of down? I have a Torqstorm myself and listened to the csu article and got one of the cheap ass spectre hats off Amazon. Fixed a lot of my problems. Never even had to run vent extensions! Change that hat and put your bowl vent extensions on, and you’ll be golden. I’m at lower boost than you. Why I didn’t need the vent extensions. Article states that also. 👍
@@WeingartnerRacing ,,, he might know, I think most alky needles and seats are .120 . It would have been great to see another pull, ignoring most everything under 5 thou, and by whatever means got it 4 or 6 jet sizes richer up high . Somebody had an interesting comment about the hat .
"Great" engine. Cylinder heads are functioning correctly. Question: the last methanol dyno sheet. 12 to 13 to 1 approx? I get the thing was running out of fuel supply. But wouldn't 6 to 1 be kinda the area to be in. As 12 to 1 is gasoline numbers.
@@funfun8095 so if I understand you correct. your saying if reading a wideband O2 like a holley ntk. It will show the observed a/f ratio as gasoline like numbers as apposed to methanol numbers. Unless you go into the tuning software and tell it you are burning alcohol. At which point it will calculate and display what it really is?
@@mohanperformance.enginerd.1308 Don't you do performance engines?? Your name says so. Yes. Just like running e85 on gas scale will read 11.8 (preferred with boost) when stoich for e85 is around 9.75:1. And that's why you see that reading on his sheet on methanol, instead of a safe 4:1
@@ktga67ish in my experience on a na engine it is very small gain like 5-10hp. Especially at that compression ratio. However you are less likely to have detonation issues.
When limited on compressor, you can add compression . Detonation is induced by heat, psi is heat. As seen in the video different fuels can help control IAT but all have limits.
Vent tubes and dual needle and seats. It will not work with a single needle and seat. Also that hat is no good. The air doesn’t go they the boosters properly.
whats funny is that blower is rated for 750HP max so hes already past that. he needs more blower. neeeds to step up to a YSI vortech or an F1A94 and make over 1200
