75# injectors, and other parts I need

[tiresmoke69]

When you get some more 75# injectors back in stock I would def. like to have a set! Also I wanted to mail you my downpipe core so I can order the 3 inch downpipe. What is the mailing address I need to ship the core to? Is there anyway you could make a 3 inch downpipe with two O2 bungs ( I have the factory unit and a wideband in my current downpipe)? Im tired of getting wooped up on by factory mustangs and camaro's ha.

Thanks, Joseph T.

[Stinger]

I don't anticipate having 75's back in stock. My source ran out of 75's and I bought all of their remaining 55's so once I'm out of 55's, I don't know if I'll sell injectors at all (unless I can find another affordable source which I've not been able to do so far).

The mailing address is in the "Contact Us" link at the top of every stinger performance page. The directions on what else to send with it is also on that page.

2 o2 bungs isn't an issue, though I'd suggest running the wideband at the end of the downpipe so it doesn't overheat. Second o2 Bung will be $10 more. The o2 bungs are stainless steel.

[tiresmoke69]

Thanks for the info stinger. I am just having a hard time getting my tbird to run low 13's or high 12's which is my current goal. I mean the car has 255 hp fuel pump, 42 # injectors, t3/t4 turbo w/ front mount intercooler, I have ported and polished the head, E6 manifold, and lower intake, not to mention that the car is on a serious diet ( no a/c system ,no power steering, antilock brake delete including cutting out all of the wiring harness for that and the adjustable shocks, trunk and interior stripped, and weld draglites front and back). All of that and I cant even beat a nearly stock mustang ha thats terrible.

[Stinger]

I'd assume it's a tuning issue (especially with 42's), driver issues, and traction issues.

[tiresmoke69]

Well the car launches very well and i dont miss any gears ha... What size injector should I use for the car to make 300 whp with my current mods? I also plan on getting a fuel pressure regulator to up the fuel pressure.

[Stinger]

42's are more than enough to make that much power. 35's have done it with increased fuel pressure (55lbs or so). With the low power you are making now, there is no reason to need more fuel pressure with the 42's. If anything, you need less fuel pressure so they act like 35's (or ideally, a way to tune the ecu for the 42's).

[tiresmoke69]

Again thanks for the info. This weekend I'm going to put a new distributor in and double check for any vaccum leaks, then start tuning all over again. I'm using the quarterhorse with BE to tune with.

[Stinger]

Post your timing table and a graph of your datalog with air meter voltage, airflow, air/fuel ratio, timing, load, and rpm on it while you make a 3rd gear pull from 2500-redline.

[tiresmoke69]

Will do, but I don't have any way to data log the afr at the moment. (I have been getting someone to watch the afr gauge while I make a pull) My data log will have everything on it but the afr. I need to buy the dataQ so I can log afr.

[tiresmoke69]

I have attatched a datalog I did a few weeks ago just so you can see what it looks like before I put the new distributor in this weekend. Maybe you can look at it and see something obvious that needs to be addressed.

[Stinger]

Maf or vam? The log says maf but the way it is pegging it looks like a vam.

What timing map is that? Can you take a screen capture (picture) of the actual timing map in BE?

Without AFR it's hard to tell anything about the tune really. Seeing the air meter peg basically the whole time under boost shows it's far from ideal though.

[Stinger]

Oh, and clearly the hp/tq calculation isn't correct

[tiresmoke69]

It is a vam. The timing map is the spark advance. Im not sure if I can get the actual timing map on a graph from the datalog. What does the vam being pegged mean? to rich or to lean?

[Stinger]

I mean when using Binary Editor, you can view the timing map (load on the left, rpm on the bottom of the table). When viewing it, you can hit the "print screen" button on your keyboard, then paste it onto paint and save it as a picture...then upload it so I can see the map.

Once the vam is pegged, it can no longer read that airflow is increasing. This means it does the typical turboford thing which is to go pig rich when it first pegs, then lean out as rpm increases (sometimes staying rich, sometimes going too lean, sometimes ending up around 12:1).

[tiresmoke69]

Here is the timing table attached. What can I do about the vam pegging?