[niterydr]

Originally Posted by Constant_Project21

I'm in the process of planning out my new setup for my 1g. I've decieded to go a little more built than first expected, and would greatly appreciate input. I've talked this over with Bob at work (MAP porting guru) but never hurts to ask for more opinions. Here's what I have planned, for the new setup, but also have some unknowns that still need to filled in- (btw, my goal will ultimately be a pretty reliable 400hp car on e85 eventually, maybe not until I upgrade the snail)

Basic engine:
MAP stage 1 shortblock, with the BSE kit, stock crank, just their basic build, with a few exceptions.

RODS-eagle, the ones that come with all stage one builds. I've been told they should have no problem handling 600hp

Good so far.

Originally Posted by Constant_Project21

PISTONS-wiesco, and this is one spot I would like input on. The stage one build comes with the option of an 8.3:1 Manley, or a 8.5:1 wiesco. After chatting with Bob, he had suggested going with a higher compression ratio, something like a 8.8:1, 9:1, or even a 9.5:1, due to my 16g/e85 combo. He said, that I would benifit from the extra compression on the smaller turbo and on corn juice. (the planned successor to the 16g, would be a fp3052 or something similar, keep that in mind) What are your thoughts, and what compression ratio would you recommend going with?

The higher the compression, the more overall torque, and thus, power you will make, off and on boost. However, the higher the compression, the more control over the combustion chamber you will need. What are your tuning options? If it was a standalone car, I would go 9.5:1. If its running piggybacks, 8.5:1 is good.

Originally Posted by Constant_Project21

HEAD(1g): There will be some mild port/polish work done, as well as a valve job and some cleaning of the bowls. I discussed a possible 1mm oversized
valves, but overall don't think I would benifit too much from it, so believe I will be sticking with stock valves (chime in if you have suggestions relating to valves). Springs/retainers, may see an upgrade, but then again, a 16g doesn't have the craziest top end, and won't be revving to the moon.

CAMS: The car used to have hks264's, which have been sold. I don't want to throw a ton of money at cams, so those of you using a cheaper yet effective cam, please share some insight on some possible suggestions.

I am going to lump these together, as doing one without the other is just plain stupid. Are you using a 1g head or a 2g head? The 1g heads typically flow more CFM, 2g heads typically yield more velocity on most mild port jobs. That being said, both heads benefit from mild clean up and valve un-shrouding, especially if you are going over-sized valves. Larger valve area=larger potential for airflow, both in peak and overall averages. However, over-sized valves eat into a budget quickly.
Match your head to your cam's. I've always seen good results with a mild cam. Something with normal durations @ .050" lift, without crazy high lift numbers will yield good idle and driveability. I haven't been in the scene for awhile regarding what is hot and cool in DSM land, but you need to match your cam to your expected powerband. How high are you reving? When do you want peak power? What intake/exhaust manifolds are you using? Do you plan on keeping the 16g forever? Evo 16g? Also, consider cam gears, you'll be surprised what you can gain with them coupled with tuning.

Originally Posted by Constant_Project21

TURBO: A ported, externally gated 16g (for now). I have one, which is why I'm going that route, and as mentioned before, plan to go bigger down the road.

How long is "for now"? Why an external gate? What boost levels are you trying to run? Evo 16g? How much "bigger" do you plan on going? What are your overall power goals?

Originally Posted by Constant_Project21

FUEL SYSTEM: This is the biggest unknown for me. I currently have a walbro 255hp, on a stock fpr. I recently aquired FIC (Bosch) 1600cc injectors (overkill, but no need to upgrade), so those will be my injectors. My question is, is there any reason to use anything more than the one 255? I've been told in the past I may need a second pump, but recently have been told otherwise. I'll be putting a AFPR on as well.

Fuel is needed for power. Understand your power levels and you will understand your fuel requirements. What are you using for tuning for 1600cc injectors? There is no reason to put excessively large injectors on a vehicle, especially if using a piggyback, it will create a tuning nightmare.

Originally Posted by Constant_Project21

EXHAUST: Have a full 3" N1 already, and will be using a MAP recirc o2 housing, paired with a tial mvs wastegate. Plan to pick up an Fp race manifold as well.

Sounds good. Now we need to know your intake manifold choice and intercooler sizing, as well as future turbo sizes, power band requirements, vehicle requirements, to size cams/rest of setup

Originally Posted by Constant_Project21

TUNING: DSMlink

Any input will be helpful. May have left a few things out, typing this on my iPhone, because my computer is being dumb, and couldve left some things out.

Thanks in advance!!
Dan.

DSMlink is a good system, which version? Do you have a wideband? Will you be doing any tuning or having a professional do it? I heard a quote once, somewhere, and it stuck with me. "Tuning isn't an event, its a lifelong experience" Setup's change, conditions change, and parts fatigue. Good tuners understand this and that is why they are constantly tweaking their vehicles. People that tune their car once every 4 years are probably leaving a lot on the table, unless there is some sort of auto calibration built in, or they do not change anything.

Good luck.