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Discussion Starter #1
Here is a video of my turbocharged Cougar.
70 Cougar
89 302, stock bottom end 100,000+ miles
Master power t-70 with .68 exhaust housing, running 9 psi
Holley 600 dp
Edelbrock Performer rpm intake with 1" 4 hole spacer
Steeda no.18 cam .510,.510 220/226 duration 112 lobe sep. With 1.7 rocker arms.
CNC Powerheads E7te 1.90/1.60 valves
Timing locked at 16 deg on 91 octane
Tremec 3550 5 spd
3.25 rear gears
I put down 430hp/488tq on a Dynojet.
Pretty quiet for no mufflers.
Here are some more videos.

 

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Nice job on the install. That car could be one hell of a sleeper. Those are good #s for e-7 heads even with the turbo. Where did your peaks come in at?
 

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Discussion Starter #5
Thanks. The heads are fully worked from CNC Powerheads.
The owner said they were better than box stock Edlebrock performer heads.
Here is my dyno graph. My limiting factor is the crappy CA 91 oct. Have to watch the detonation. Also don't want to split the block. Since the dyno runs, I have installed new head gaskets with studs and a single plane intake. I want to re tune and dyno agin.
 

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Great stuff! Not only a Cougar, but turbo too. Nice. Though pushing 430+ at the wheels (approaching 500 at the crank) is not block-splitting territory on a good tune. If I may, I'd suggest a couple things to make more safe gains. First is AFR, and it appears you're still running rather rich. Pulling timing to avoid det is better for power than running richer. Assuming your fuel is 10% ethanol, a target of 12.3-12.7:1 would be a good place to do sweeps.

Second - locked timing leaves a lot on the table. To limit all the timing to a single point where det is most likely leaves the rest of the range lacking better timing, including peak HP. Controlled timing is something to consider for safe increases.

Can you post more of your dyno sheets, such as your timing sweeps and fuel tuning sweeps? You don't have to post dozens of sheets from a full tuning session - just a few to get a handle on trends the engine responded to. Thanks!

David
 

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Discussion Starter #7
I went for a safe tune to start with. All the tuning this far,I have been watching my wideband gauge and looking at the graph when on the dyno. I have an Innovate Lm2 datalogger on the way for some serious tuning. I have drilled and tapped all the airbleeds/ifr's/pvcr's. I am also working on a boost referenced power valve for better driveability. What timing controller do you recommend? I haven't looked into that yet. I think I need larger fuel lines to flatten out the high rpm fuel curve.

Turbochargers are amazing. I have 0 turbo lag. Max boost before 3,000 rpm. Then it disappears when I drive normally. I gained 155hp and 200tq to the tires with the turbo.

These dyno numbers were with a performer rpm intake. I am interested to see how they change with the torker 2 I just installed. I am looking for better fuel distribution. I will post some datalogging sessions when I get it all going.
 

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Turbo combo's just seem to be the easiest way to make usable power with drivability. The hardest part in a classic seems to be the packaging if you don't want to remove your shock towers. I wish I could weld!
 
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