Mix'n old school with new school high tech.. will it work..?

[fastco]

Hello lads cross the pond...i admit i'm old school when it comes to high performance American hi-po engines. Recently we gotten requests from Europeans for hi-po engines that will pass Euro level 4 emission standards..
very tight indeed.
We are told it must me fuel injected and run with catalitic converters...we looked @ a few injection systems and settled on Holleys Commander 950 FI system..lap top tunable for you comp guru's the system is a fairly easy installation and i was impressed with Holleys quality and fit and finish of there product.
[URL=http://good-times.webshots.com/photo/][/URL]
[URL=http://good-times.webshots.com/photo/][/URL]
[URL=http://good-times.webshots.com/photo/][/URL]
We will test this new combonation and fingers cross meets Euro level 4 emissions..this system will support 600+BHP..keep you posted on test results.
Cheers! Dr.Dee
PS Maybe you can teach an old dog new tricks!

[crafty]

Here's some stuff I collected on Euro 4 emissions...

www.pistonheads.com/gassing/topic.asp?t=239315

[CanAm Dave]

Hi Daryl

I have the same Holley Commander system fitted to my Procharged Can-Am. I'm busy trying to map the engine at he moment. The system is very easy to use, just sometimes wish my setup was not so complex. But it's great fun learning. Hope you get on well with yours.



Regards Dave
www.v8yes.co.uk

[fastco]

CanAm Dave said:

Hi Daryl

I have the same Holley Commander system fitted to my Procharged Can-Am. I'm busy trying to map the engine at he moment. The system is very easy to use, just sometimes wish my setup was not so complex. But it's great fun learning. Hope you get on well with yours.



Regards Dave
www.v8yes.co.uk

Hello Dave.. the beast is blown & injected...now that's a topper...excellent job sir..
Yes i can see map'n the fuel curves to boost condition/levels and your timing curve to suite the boost level..being a bit of a challange...but dam well worth your effort and time and money in the end...hope to see the beast @ a show cross the pond this year..sorted & snort'n fire out her pipes..
Cheers! Dr,Dee

[fastco]

CanAm Dave said:

Hi Daryl

I have the same Holley Commander system fitted to my Procharged Can-Am. I'm busy trying to map the engine at he moment. The system is very easy to use, just sometimes wish my setup was not so complex. But it's great fun learning. Hope you get on well with yours.



Regards Dave
www.v8yes.co.uk

Dave..oh nice pics by the way...quick ? are you running a PCV system i see your run'n 2 alum air filters..that may not be enough crank evacuation sir
eg: under boost conditions..crank case presssure & blow by is excellorated from normaly aspired engines... called Holley PCV to manifold port okay for me /NO BOOST , also you may look @ a vaccum pump system the best way;... or & PCV exhaust scavage system as seen on dragsters BUT only works @ high RPM's... just a thought sir.
Cheers! Dr,Dee

[CanAm Dave]

fastco said:

CanAm Dave said:

Hi Daryl

I have the same Holley Commander system fitted to my Procharged Can-Am. I'm busy trying to map the engine at he moment. The system is very easy to use, just sometimes wish my setup was not so complex. But it's great fun learning. Hope you get on well with yours.



Regards Dave
www.v8yes.co.uk

Dave..oh nice pics by the way...quick ? are you running a PCV system i see your run'n 2 alum air filters..that may not be enough crank evacuation sir
eg: under boost conditions..crank case presssure & blow by is excellorated from normaly aspired engines... called Holley PCV to manifold port okay for me /NO BOOST , also you may look @ a vaccum pump system the best way;... or & PCV exhaust scavage system as seen on dragsters BUT only works @ high RPM's... just a thought sir.
Cheers! Dr,Dee

Hi Daryl

The crankcase ventilation system is still a work in progress at the moment. The standard valve cover filters are just temporary until I work something out. I've never fitted a vacuum pump before so don't know a great deal about fitting one and I'm fast running out of space.
If you have any details on vacuum pumps and want to pass it on that would be great.

Regards Dave

[fastco]

CanAm Dave said:

fastco said:

CanAm Dave said:

Hi Daryl

I have the same Holley Commander system fitted to my Procharged Can-Am. I'm busy trying to map the engine at he moment. The system is very easy to use, just sometimes wish my setup was not so complex. But it's great fun learning. Hope you get on well with yours.



Regards Dave
www.v8yes.co.uk

Dave..oh nice pics by the way...quick ? are you running a PCV system i see your run'n 2 alum air filters..that may not be enough crank evacuation sir
eg: under boost conditions..crank case presssure & blow by is excellorated from normaly aspired engines... called Holley PCV to manifold port okay for me /NO BOOST , also you may look @ a vaccum pump system the best way;... or & PCV exhaust scavage system as seen on dragsters BUT only works @ high RPM's... just a thought sir.
Cheers! Dr,Dee

Hi Daryl

The crankcase ventilation system is still a work in progress at the moment. The standard valve cover filters are just temporary until I work something out. I've never fitted a vacuum pump before so don't know a great deal about fitting one and I'm fast running out of space.
If you have any details on vacuum pumps and want to pass it on that would be great.

Regards Dave

Hello Dave yes indeed not much room left on the beast.... as far as engine vaccum pump systems go for street driven cars we like the** Engine Works USA** electric vaccum pump system
very easy to install and is stand alone system.. not belt driven like most full race systems =
BIG $$$ as you can see here there are gains with the use of these pumps.. go here for more info: on mechanical driven pumps..but don't think you'll have room...i'd suggest electric system
Cheers! Dr,Dee
______________________________________________________________________________________________
INFO ON PUMPS:MECHANICAL
Vacuum pumps can be rated by their ability to flow air, the more air a vacuum pump flows the more vacuum it will make on a given engine. A "small" vacuum pump would indicate a less airflow capacity than a "big" vacuum pump. Airflow is measured in CFM (cubic feet per minute), vacuum is measured in "inches of Mercury"

All engines create a certain amount of "blow by" (leakage of compressed fuel and air past the rings into the pan area). The "blow by" airflow created creates pressure in the crankcase, the vacuum pump "sucks" air out of the crankcase with its "negative" airflow. The net difference between the air low being "sucked" out and the airflow being "blown" in by blow by yields vacuum. If the airflow being "sucked" out is less than, or not much more than the air flow being blown in, the vacuum pump is not creating enough "sucked" airflow to eliminate pressure in the crankcase or to create adequate vacuum to not only stop leaks, but to create horsepower.

Typically smaller engines generate less "blow by" and don’t require as "big" of a vacuum pump as large displacement engines. However the addition of low tension ring packages, power adders such as Nitrous Oxide, Alcohol, Blowers or Turbochargers (and the ring and piston types, clearances and modifications that go with those power adders) will increase crankcase pressures requiring either a "larger" pump or to spin a "smaller" pump slightly faster. The following guide is based on our experience of testing vacuum pump airflow rates and typical crankcase pressures found in racing motors.

A "small" vacuum pump, that is making inadequate but almost adequate vacuum on an engine may be made to act like a "larger" vacuum pump by increasing the rotational speed, or RPM, of the pump. Of course maximum engine RPM needs to be considered as well, as vacuum pump RPM should be considered. Although we have vacuum pumps being successfully operated at a maximum RPM of 7000 or so, we highly recommend keeping the vacuum pump RPM below 5000 RPM. Alternatively, a "larger" vacuum pump could be used instead. However, our experience has shown that using a vacuum pump that is to "big" may eliminate horse power gains altogether because of the parasitic horsepower it takes to run the pump. Keep in mind that it takes horsepower to pump air, so one should choose a vacuum pump based on your specific application, bigger isn’t always better.

How much vacuum should you use? You should check with your engine builder as there may be some special issues or firm opinions that they may have. In general GZMS recommends no more than 15" of vacuum in a drag race wet sump application without pressure feeding oil to the wrist pins. In our own in house testing, anything over 12" seemed to offer relatively nominal increases in horsepower (maybe 15% between 10" and 15".

Why limit vacuum? Engine builders appear to believe that the lack of oil to wrist pins caused by removal of too much oil mist from the crankcase causes wrist pin damage. Some engine builders report fluctuations in oil pressure above 12", we have not noticed that on engines we have observed during testing. However in a recent article, it was suggested that the air velocity passing through the block to heads at the oil return locations causes resistance to oil flowing back to the pan, which could indeed reduce oil pressure. An air line from the fuel block off on a Chevrolet to the valve cover helps mitigate this problem as well as possibly helping to balance the vacuum in the crankcase to that in the valve cover.


GO HERE!
www.gzmotorsports.com/

[CanAm Dave]

Hi Daryl

Thanks for the info. I couldn't find any info on the "Engine Works USA" . Do they have a website with info on the electric vacuum pump. Like you say that's most likely the way I will go.

Regards Dave