pwilson22000

that's kind of what I thought. thanks for the info.

That's what I was aiming for. I was thinking we could get away with 55's but I would like to leave some room to expand the HP range if it's desired in the future.

I'm looking for advice/experience with the 60+ lb injectors. Manufacturers, tuning problems, etc..... Any advice is appreciated.

Does anyone have pics or can send me pics of a dual in tank fuel pump setup? I see how the f-body guys are doing it but, I know the sender/sump is different on the SS's. If anyone has any advice/ tips please share them?

When you say efficiency of the convertor I'm a little confused. Are you talking about input to output speed efficiency or torque input to torque output efficiency. Can you get the stall curve for this convertor so I can see what the actual stall speed for this application is? I've measure 2800-3000 rpm but, I would like to know at what torque input from the engine does the convertor stall. I have a lot of seat time with this truck and can contest that the performance of this truck would greatly improve with a higher stall speed. The most boost I was able to get out of the truck from a complete standstill without it rolling forward was 4 psi so your correct with the current convertor observasations from above. Also if you look at the timeslip the mph is 102 which is all of a 12 second mph with a decent 60'. So I wouldn't say they did all that work for 13.5 ET's just yet. I'm predicting with the 1" reduction in the SLR and 250 lbs of weight reduction, which would be comparable to the top 10 here on the SS forums, we would see mid to high 12's easily. What was the weight and the 60' of the truck with the 11.8 pass? Also, no offense Stahl's, some driver training would improve the ET's as well. - we'll work on that tonight.

I would agree that the injectors are at their limit but I don't think it's holding you back with the current setup. At 145 kpa manifold pressure, the injectors are at 95-98% DC but they were still supplying a constant 12:1 A/F at 5700 rpm. Also I still could command a richer AFR if I desired. I'm not convinced there is anything significant to gain in the tune. I took a look at my last logs and the AFR was steady at 11.5-12.5:1 and timing could not be increased anymore without knock occuring. I think there are a couple areas for improvement. 1. Most, including T04 turbos are typically designed to run around 12 psi for peak efficiency (if sized correctly). This will mean bigger injectors (60 lbs) for sure and fuel pumps to support. I know you are running an inline pump but, I'm not sure of its flowrate. Total the system needs to flow 255 lph. 2. A "looser" convertor or one with more power absorption would help a lot. I planned on coming to the track tonight and I was going to bring my computer etc.... unless someone else is going to be tuning it.