I owe you guys an update…
There was a tolerance/design issue on my part with custom exhaust manifold/turbine manifold setup, and I am in the process of waterjetting a 1/2" flange to dial it all in appropriately. I’ll get another set of 18-8 studs to this part too.
I’ve decided to convert this car to Drive By Wire (DBW) and picked up a GM LS3 90mm TB (which I can later convert to 102mm BBK for a bit more surface area) and C6 Corvette Throttle Pedal Assembly.
Being that Full Function Engineering offers an FD/RE manifold adapter for this exact throttle body, I contacted Aaron there and saw what he could do for this FC 13BT intake manifold option. I’ll end up just ordering a standard FD/RE one and modifying it to fit… Here’s why. SHOULD BE EASY!
As for other progress, let’s go over recent purchases:
- 3x Bosch 044s are ordered with their in-line check valves and their inlet/outlet fittings.
- Turbosmart Twin Port Internal Wastegate w/ Standard 14psi Spring Configuration
- Turbosmart TS-0600-3001 6.3mm 0.25" Internal Wastegate Clevis
- BorgWarner EFR B2 IWG Wastegate Bracket
- BorgWarner EFR Boost Solenoid Pigtail
- 4-Port MAC w/ Full-Race B2 Compressor IWG Bracket
In other news, for anyone following, I’ll be out in Vegas for SEMA from October 31st to November 5th. It’s not like I’m signing autographs, but I’ll be at the show for anyone who wants to pick my brain and talk cars. I really appreciate everyone’s input and please, don’t hold back criticisms or feelings. This is more of an emotional, artistic build than many of you might realize, and I always try to improve on things.
Probably still going Haltech too…since AEM Infinity 708 support for Rotary is lacking and FuelTech FT600 doesn’t have complex injector data capabilities (or fuel pressure variance calculations, or shit…FLEXFUEL!). I even checked out ProEFI and went back into creating another great basemap for an Adaptronic M6000. I just feel that the best way to go about this is something that’s bulletproof, even if I need a bunch of external stupid boxes to make it work properly with full seamless OEM Integration.
I just found the coolest setting that solves a huge issue I’ve been unable to address. Haltech has an option for fuel pump control via estimated flow rate to switch on the next stages of pumps. This way, I set a value of Xcc/min in which Pump #2 comes on, and Ycc/min in which Pump #3 comes on, both off of their own 40A relay and 10ga wire.
Now, here’s where that becomes really cool… At 70psi base pressure, each pump should handle somewhere in the ballpark of 280lph which equates to ~4600cc/min of fuel flow. Accounting for losses and the fact that I want to maintain pressure in the worst situations, I could set Pump #2 to come on around 2500cc/min of flow, which is about 60% duty cycle of the primary injectors. Since I planned on blending (it’s a very modern, common injection style) secondaries around there, it would hopefully transition VERY smoothly with the fuel pump coming on just before the secondaries fire based on estimated flow rates, not load/RPM. The third pump could come on about 5000cc/min where the common primary/secondary configuration reaches around 60%. Blends everything beautifully… Absolutely STOKED on this setup and it’s dead to nuts reliable.
Gizmo, Designer of Sn0Bx7