What is the max hp that you've made with a stock fuel system and with a eaton m112 blower? I know Avos has made more with a TS, but that is a more efficient blower. I'm just curious to see how much headroom I may or may not have in regards to fuel system.

thanks!

 

I've read here that the STR's fuel system provides adequate delivery to 500 h.p.

 

is that crank hp? I'm hoping to be really close to there (400+ rwhp). Thanks for the response.

 

qwiketz, I've read here that the stock STR fuel system can support 500 crank h.p. Avos can verify this as he modified an STR to the tune of 500+ h.p. and numerous other late model Jags.

 

The 4.2 engine is already putting out 400 BHP, and needs another 60 (in stock form) to drive the Eaton. This means that the engine is putting out 460/470 BHP already. I have no idea how far you can go with the Eaton, as the power consumption is not linear when you spin it faster, it will be progressively more until a point that it costs more HP to turn than you get out of it.

To give some ida, on the STR you can get at least about 430 rwhp with the TS, which would be 520 BHP (17% drive train loss) and I would guess the TS takes about 80 hp to turn, so in total 600 BHP.

I think there is still more in the fueling system, so that will not be the bottleneck, think temp and intake for more horses!

 

Yes, and use the XFR for ideas. (E.g. the air intake for more and cold, not engine bay, air.)

 

Avos, aside from the twin screw conversion you performed for a customers STR, is there one readily available for all STR's? Is there a more efficient s/c expansion/cooling tank available to cool water to air temperatures? Last, would you advize a loweremperature thermostat as that available from Euro Toys?

 

Looks like the SC cooling doesn't really involve that tank. Look at the cooling circuit and think

 

With increased boost wouldn't we be interested in dropping or maintaining engine temps. which in turn drops or maintains S/C temp.?

 

As far as I know no one has made a TS kit for a STR, which I understand as the space is very tight.

I tried a colder thermostat on the STR, but the ECU didn't like it as it measures how long it takes until the engine coolant has reached operating temp, and threw DTC P0128. Could be because of our colder climate, or that the thermostat would just open quicker so it took longer, not sure. We put the stock thermostat back, as the TS doesn't stress the engine so much.

Cooling the air after the SC is where you can reduce the performance loss, so this is an important area and even more so for the Eaton.

You could consider a better intercooler radiator (not thicker as some do!) and/or add an extra tank of a gallon or 2 in the intercooler circuit. That will give you some buffer before the system can’t get rid of the heat anymore. Or try other means like the http://www.killerchiller.com or alky systems.

 

What makes you think "in turn" is what would happen? Hint: look at the cooling circuits.

There is IAT2. I expect you want to raise as little as possible the temp it measures. So, monitor IAT2 and do something to remove or avoid heat.