Going from planning to executing issues, my 3.0sc hotrod build.

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This my take on supporting the engine fuel wise, Radium and Fuelab.



Oh and another sidebar... Vintage race car carb tuning on my dyno, model A powered with an overhead valve conversion and twin Stromberg 97 carbs.

And Icarp stopped by with Kermit around that same time and we tuned his PMO carbs and 123 ignition. She definitely came out great. Looking forward to seeing him again, he is planning an east coast stop soon.






And back to the motor...

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Made a mil spec connector firewall recess to help in future engine drops to disconnect the engine harness and map sensor hose.

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Another side bar, had another visitor, a 2.7 MFI superstar. Runs great! And got a chance to try out two different mufflers in the name of science.




After getting the 72 dialed in I finally had a moment to put mine on the dyno and had a couple hours to dial in steady state tuning for drivability but I couldn't help myself to do a few wide open throttle pulls, It made decent power with a safe 19.5 degrees total timing and rich lambda target, within a those few pulls I was able to dial in the VE table to the rich target and at that point ran out of time.

The drivability and small throttle opening areas of the calibration really takes up all the tuning time and WOT is probably only 10% of the booked dyno time.

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This past Thursday I had another small window of time and was able to do some knock sensor strategy programing and calibration. Just because your ecu has knock sensor capability does not mean it is a turn on and go endeavor. The strategy has to be tuned to your particular motor.

After some fuel angle tuning, gross ignition timing and finally some individual cylinder timing adjustments we ended up with this, a 25 hp increase from the week before with the placeholder WOT calibration.

A calculated 275 flywheel hp at 7168 rpm and 233 ftLbs at 4167 rpm. This number is calculated by Dyno Dynamics dynos and I have found it to be incredibly accurate if the dyno operator does their job properly.



This chart will show actual wheel hp.





All in all, that is where this particular air pump ended up. I have no doubts that it will benefit from some exhaust and intake tract length tuning and that will be my next step. I am curious what a different muffler situation will do for the engine and that will be my first stop.

At some point when I have achieved maximum efficiency in this configuration I will start my flow bench journey and see what happens then.

At the moment I will say, the sound this power plant makes at 8k rpm is AMAZING. Drivability with the DC60 power delivery is around stock like (with better response) up to about 4k rpm where it starts to feel lively, then after around 5k rpm it come on hard and then at 7k rpm it really gets happy (just like curve represents). Intake tone changes around 5k in a great way. Idle quality is good but requires more than basic tuning to get engine vacuum happy. Idle sounds great and is really stabile thanks to the Maxxecu controlling idle.

[ToySnakePMC]

Such a nice build. Appreciate you updating us here. Wish you were closer in my backyard, as I have a new 3.2ss EFI project headed to a local NC tuner in a few weeks.
Thx, Patrick

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Originally Posted by ToySnakePMC

Such a nice build. Appreciate you updating us here. Wish you were closer in my backyard, as I have a new 3.2ss EFI project headed to a local NC tuner in a few weeks.
Thx, Patrick

Thanks Patrick! If you are ever in the NJ/NYC area stop by.