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  1. #26
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    Here's a log through 3rd and 4th gear with a 50/50 mix of e85 and 93 oct + meth.
    Looks pretty solid to me.

    Click here to enlarge
    GT-R R35 ​coming up...

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    Click here to enlarge Originally Posted by Big Tom Click here to enlarge
    Here's a log through 3rd and 4th gear with a 50/50 mix of e85 and 93 oct + meth.
    Looks pretty solid to me.

    http://www.germanboost.com/images/im.../04/e85q-1.jpg
    yeah looks good. Some pretty decent boost Click here to enlarge must feel very strong.
    07 335i AT - MOTIV 750 - MHD BMS E85 - BMS PI - JB4G5 - Okada Coils - NGK 5992 Plugs - Helix IC - Stett CP - Custom midpipes with 100 HJS Cats - Bastuck Quad - PSS10 - QUAIFE LSD - BMS OCC - Forge DVs - AR OC - ALCON BBK - M3 Chassi - Dinan CP - Velocity M rear Toe arms - Advan RZ-DF - LUX H8 - Level 10 AT upgrade
    Click here to enlarge

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    I've now been using 30% E85, 95 octane RM2 and meth with a CM10 70/30 for a couple of days and the car feels quite powerful. Boost is 18.5 PSI as usual and could possibly be raised 1 PSI to let the turbos work full-time. What I hope is that occasional weaker pulls, which can happen from time to time by ignition retard is cured. I'll go to Germany for a couple of days for high-speed runs and will report the outcome when back.

  4. #29
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    @Big Tom, I can tell you by knowing the actual timing map in the DME that you have some timing correction going into the next gear in that log. One easy way to figure it out is by looking both pulls in both gears and if boost is the same then your load target (in the stock flash) is the same meaning the timing should also be the same. You have about a 2deg timing correction post shift that ramps up to target once again.

    Having said that, I've contributed less than 3deg timing corrections to just noise. However, if that timing correction is across the board all 6 cylinders then it is indicative of an issue.

    Overall, I think the log looks good

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    saw this a little while ago

    Click here to enlarge

  6. #31
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    this was just posted on shivpost to go with the video

    I spent the entire day on the mustang dyno mapping a 2008 FBO 6at running a 50/50 blend of e85 and 91oct pump. Both with and without PWM meth enabled. Tuning on e85 brings back fond memories of Evo tuning years back. We were the first to adopt and successfully tune e85 in that market. With the n54, we are taking baby steps and only running a 50/50 mix for now since that has shown to be safe for the factory fuel system hardware. Over time, we will experiment with stronger mixtures. But for now, we are happy with what we are seeing. After tuning on the mustang dyno we drove the car over to DNR Performance (Hayward, Ca) to see what it would make on a standard dynojet.

    FBO running the e85 blend with pwm meth: 444whp 511lbft
    FBO running the e85 blend without pwm meth: 426whp 488lbft
    Click here to enlarge

  7. #32
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    Pretty solid without the meth right there.
    Stage 2 or 2.5 E9X M3 S65 V8 supercharger kit for sale: http://www.boostaddict.com/showthrea...r-kit-for-sale

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    Click here to enlarge Originally Posted by lamia2super Click here to enlarge

    FBO running the e85 blend with pwm meth: 444whp 511lbft
    FBO running the e85 blend without pwm meth: 426whp 488lbft
    What is the baseline for 95 octane fuel and the same meth concentration?

  9. #34
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    This is really great news for people that don't like meth...

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    Click here to enlarge Originally Posted by Q4P Click here to enlarge
    This is really great news for people that don't like meth...
    It is actualy great with meth, it feels safer knowing I have "race fuel" in the tank if something happens with the meth kit. And the only "bad" (fuel trims) thing mixing some E85 is mitigated by using meth.

    I would say that meth and E85 are best friends Click here to enlarge
    Click here to enlarge
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  11. #36
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    Click here to enlarge Originally Posted by xbox_fan Click here to enlarge
    It is actualy great with meth, it feels safer knowing I have "race fuel" in the tank if something happens with the meth kit. And the only "bad" (fuel trims) thing mixing some E85 is mitigated by using meth.

    I would say that meth and E85 are best friends Click here to enlarge
    i think u may just have missed the point

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    Click here to enlarge Originally Posted by Q4P Click here to enlarge
    i think u may just have missed the point
    How so?
    Click here to enlarge
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    3 out of 3 members liked this post. Reputation: Yes | No
    I grabbed this from the LNF ecotec forums, and found it interesting how they were dealing with increasing fueling. I think this article applies to not only this thread but also Dzenno's thread.

    LNF Fueling Article
    2/3/12
    The Ecotec 2.0 liter turbocharged LNF engine has proven to be nothing short of amazing. In stock form, it produces 130 horsepower per liter of displacement, making it the highest output motor that GM has ever put into production. But it gets better! Add a handful of bolt‐on modifications and you can add close to another 100 hp. You can also upgrade the turbocharger to a larger unit, and gain even more power! Perhaps even better, the LNF can also continue to average more than 30 miles per gallon even with 500 or more horsepower available when you hit the throttle. Part of the success is due to the direct injection fuel system utilized on the LNF engine. Direct injection, commonly referred to as DI, means that the fuel injectors actually spray directly into the combustion chamber, rather than into the intake ports as done in more common port‐fuel injection. DI has the benefit of more accurate fuel placement and timing, which creates more horsepower even while using less fuel. However, it does bring about a new limitation. Rather than being able to spray fuel at any time, DI is limited to a window that is less than 40% of the engine cycle. The reason for this is simple. First, you cannot start spraying fuel until the exhaust valve has closed. If the exhaust valve was still open, then fuel will spray right past the valve and burn in the manifold. While this strategy can be combined with retarded ignition timing to help spool a large turbo, it cannot promote proper combustion when revving through the power band. Next, the DI injector must close with enough time for the fuel to travel where it needs to be before the spark plug fires. Spraying fuel too late in the cycle results in poor combustion and even misfires. Horsepower will typically decrease if the injector duty cycle is pushed past 40%, although this number varies based on the actual open and close angles utilized.

    So what does this mean and is it important? Well, if you are running the stock turbo and filling your tank with gasoline, then you have nothing to worry about. The factory LNF fuel system can supply enough fuel for any amount of airflow that you will get from the stock turbo. When switching to E85, things change. Since the LNF burns approximately 30% more E85 compared to gas, the fuel system can now reach its limitations. The LNF uses two fuel pumps. The pump in the tank is of the common variety. It is an electric pump that supplies fuel with a regulated 60psi. This pump has very high flow for a factory pump. It can support up to 750(flywheel) horsepower on gasoline and 550 hp on E85. However, there is a second pump required in order to increase fuel pressure to more than 2200psi in order to spray directly into the combustion chamber even while the air pressure in the cylinder is already several hundred psi. This mechanical fuel pump is driven by the intake camshaft, which means that its output varies based on engine speed. While this is great when revving higher to make power with bigger turbos or aftermarket cams, it also means that at low engine speeds, available fuel volume is decreased. Anyone who runs E85 fuel with an aggressive tune to bring in boost at lower RPMs quickly finds out that the fuel system is not going to keep up. While the mechanical fuel pump is pumping slowly, but the turbo is already moving a lot of air, the pump simply does not keep up. As a result, the fuel pressure will drop. While the ECM compensates by increasing the length of time that the injectors are open, these means that fuel is being delivered outside of the optimum injection window. Horsepower will then drop off or stay flat instead of climbing. Once the engine RPM is high enough to allow the mechanical pump to deliver enough fuel, then power will pick up again. Due to this problem, many have set up their ECM to bring in the boost slower in order to avoid the situation. However, this was no longer necessary after ZZP released our intake cam with larger fuel pump lobe. The larger pump lobe on this cam increases fuel pump piston travel by 27%, resulting in fuel flow increases of more than 20%. This has proven to adequately provide fuel on setups making more than 400 ft lbs of torque! When the factory cam is driving the pump, fuel system limits can be reached somewhere more in the area of 325‐350 ft lbs of torque. Although this has become a popular mod for customers running E85 and/or larger than stock turbos, it is not for everyone. Others would prefer easier bolt‐on modifications rather than swapping out the camshafts. Some people already have our cams, but still want more fuel system potential to run larger turbos pushing more than 450 ft lbs of torque when the boost hits. For these customers, we developed the new ZZP LNF5, which is a 5th injector system. The concept behind this kit is simple. When your mechanical fuel pump can no longer keep up with fuel system demands, you can divert some of the fuel from the DI fuel system and spray it directly into the intake manifold. Our 5th injector kit includes an adjustable controller that you mount inside the car. The controller allows you to set the boost level that you would like the 5th injector to begin spraying. It starts at a low duty cycle in order to keep the air fuel ratio from changing abruptly. The controller also includes a high boost setting which is the boost level at which your 5th injector will reach 100% duty cycle. The fuel injector mounts to the intake manifold in an existing hole, so the manifold does not have to be removed from the engine. In fact, the entire install can be completed in less than an hour. Simply unbolt the factory EVAP solenoid, mount the 5th injector kit, re‐install the EVAP solenoid on the supplied bracket, and connect 4 wires. It is that simple.

    While the LNF5 does not require tuning in some applications, it is usually beneficial to fine tune the ECM to match up better with the added fuel delivery. We can supply tech support for this type of tuning, and we also offer ECM files with these changes already in place. Feel free to contact us if you need help setting up your ECM file.

  14. #39
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    Click here to enlarge Originally Posted by Q4P Click here to enlarge
    This is really great news for people that don't like meth...
    Better with meth but yes, for those who don't want it this certainly has an appeal with 91.
    Stage 2 or 2.5 E9X M3 S65 V8 supercharger kit for sale: http://www.boostaddict.com/showthrea...r-kit-for-sale

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    Click here to enlarge Originally Posted by R1000K3 Click here to enlarge
    What is the baseline for 95 octane fuel and the same meth concentration?
    no se maybe someone here can shime in....i woud think 489whp or something but idk
    Click here to enlarge

  16. #41
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    Click here to enlarge Originally Posted by Q4P Click here to enlarge
    i think u may just have missed the point
    The idea behind what I was trying to say is that the advantage in using E85 only without that meth bull$#@! which I personally and a lot of other communities consider bull$#@! is that you can simply go from one pump to the other and fillup. You do not worry about fail safety, tank or line bursts/clogs or any sort of flammability. Also, the control is much simpler, change a map and it goes in like regular fuel which is why it could be nicely integrated with a flash i.e. Cobb AP and be done.

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    Click here to enlarge Originally Posted by 2000max Click here to enlarge
    I grabbed this from the LNF ecotec forums, and found it interesting how they were dealing with increasing fueling. I think this article applies to not only this thread but also Dzenno's thread.

    LNF Fueling Article
    2/3/12
    The Ecotec 2.0 liter turbocharged LNF engine has proven to be nothing short of amazing. In stock form, it produces 130 horsepower per liter of displacement, making it the highest output motor that GM has ever put into production. But it gets better! Add a handful of bolt‐on modifications and you can add close to another 100 hp. You can also upgrade the turbocharger to a larger unit, and gain even more power! Perhaps even better, the LNF can also continue to average more than 30 miles per gallon even with 500 or more horsepower available when you hit the throttle. Part of the success is due to the direct injection fuel system utilized on the LNF engine. Direct injection, commonly referred to as DI, means that the fuel injectors actually spray directly into the combustion chamber, rather than into the intake ports as done in more common port‐fuel injection. DI has the benefit of more accurate fuel placement and timing, which creates more horsepower even while using less fuel. However, it does bring about a new limitation. Rather than being able to spray fuel at any time, DI is limited to a window that is less than 40% of the engine cycle. The reason for this is simple. First, you cannot start spraying fuel until the exhaust valve has closed. If the exhaust valve was still open, then fuel will spray right past the valve and burn in the manifold. While this strategy can be combined with retarded ignition timing to help spool a large turbo, it cannot promote proper combustion when revving through the power band. Next, the DI injector must close with enough time for the fuel to travel where it needs to be before the spark plug fires. Spraying fuel too late in the cycle results in poor combustion and even misfires. Horsepower will typically decrease if the injector duty cycle is pushed past 40%, although this number varies based on the actual open and close angles utilized.

    So what does this mean and is it important? Well, if you are running the stock turbo and filling your tank with gasoline, then you have nothing to worry about. The factory LNF fuel system can supply enough fuel for any amount of airflow that you will get from the stock turbo. When switching to E85, things change. Since the LNF burns approximately 30% more E85 compared to gas, the fuel system can now reach its limitations. The LNF uses two fuel pumps. The pump in the tank is of the common variety. It is an electric pump that supplies fuel with a regulated 60psi. This pump has very high flow for a factory pump. It can support up to 750(flywheel) horsepower on gasoline and 550 hp on E85. However, there is a second pump required in order to increase fuel pressure to more than 2200psi in order to spray directly into the combustion chamber even while the air pressure in the cylinder is already several hundred psi. This mechanical fuel pump is driven by the intake camshaft, which means that its output varies based on engine speed. While this is great when revving higher to make power with bigger turbos or aftermarket cams, it also means that at low engine speeds, available fuel volume is decreased. Anyone who runs E85 fuel with an aggressive tune to bring in boost at lower RPMs quickly finds out that the fuel system is not going to keep up. While the mechanical fuel pump is pumping slowly, but the turbo is already moving a lot of air, the pump simply does not keep up. As a result, the fuel pressure will drop. While the ECM compensates by increasing the length of time that the injectors are open, these means that fuel is being delivered outside of the optimum injection window. Horsepower will then drop off or stay flat instead of climbing. Once the engine RPM is high enough to allow the mechanical pump to deliver enough fuel, then power will pick up again. Due to this problem, many have set up their ECM to bring in the boost slower in order to avoid the situation. However, this was no longer necessary after ZZP released our intake cam with larger fuel pump lobe. The larger pump lobe on this cam increases fuel pump piston travel by 27%, resulting in fuel flow increases of more than 20%. This has proven to adequately provide fuel on setups making more than 400 ft lbs of torque! When the factory cam is driving the pump, fuel system limits can be reached somewhere more in the area of 325‐350 ft lbs of torque. Although this has become a popular mod for customers running E85 and/or larger than stock turbos, it is not for everyone. Others would prefer easier bolt‐on modifications rather than swapping out the camshafts. Some people already have our cams, but still want more fuel system potential to run larger turbos pushing more than 450 ft lbs of torque when the boost hits. For these customers, we developed the new ZZP LNF5, which is a 5th injector system. The concept behind this kit is simple. When your mechanical fuel pump can no longer keep up with fuel system demands, you can divert some of the fuel from the DI fuel system and spray it directly into the intake manifold. Our 5th injector kit includes an adjustable controller that you mount inside the car. The controller allows you to set the boost level that you would like the 5th injector to begin spraying. It starts at a low duty cycle in order to keep the air fuel ratio from changing abruptly. The controller also includes a high boost setting which is the boost level at which your 5th injector will reach 100% duty cycle. The fuel injector mounts to the intake manifold in an existing hole, so the manifold does not have to be removed from the engine. In fact, the entire install can be completed in less than an hour. Simply unbolt the factory EVAP solenoid, mount the 5th injector kit, re‐install the EVAP solenoid on the supplied bracket, and connect 4 wires. It is that simple.

    While the LNF5 does not require tuning in some applications, it is usually beneficial to fine tune the ECM to match up better with the added fuel delivery. We can supply tech support for this type of tuning, and we also offer ECM files with these changes already in place. Feel free to contact us if you need help setting up your ECM file.
    I'm interested in the IPW comments as it pertains to the N54. In the logs I have with 25% e85 an 93 octane (not taking into account up to 10% in the 93 octane), I have logs with 60%+ IPW. Are the 40% numbers quoted for this GM engine the same for the N54? It seems they would be since we are talking time and not flow.

    T

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    New e85 station just opened in Fullerton! 1124 E Chapman Ave! $3.59 a gal. Stocked up on 2 extra 5 gal cans and filled the tank with 7.2 gallons for an approx 45/55 mix with 91. Car is ripping Map 7 on jb4 apart insanely smooth pulling with vicious throttle response!It literally feels like the meth map slightly less violent, I can't imagine when the meth is flowing on top again once I get the damn tank leak fixed.

  19. #44
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    Click here to enlarge Originally Posted by wtfmateim65 Click here to enlarge
    New e85 station just opened in Fullerton! 1124 E Chapman Ave! $3.59 a gal. Stocked up on 2 extra 5 gal cans and filled the tank with 7.2 gallons for an approx 45/55 mix with 91. Car is ripping Map 7 on jb4 apart insanely smooth pulling with vicious throttle response!It literally feels like the meth map slightly less violent, I can't imagine when the meth is flowing on top again once I get the damn tank leak fixed.
    No way!!!!

    Thanks, Fullerton is at least close when I'm in OC.
    Stage 2 or 2.5 E9X M3 S65 V8 supercharger kit for sale: http://www.boostaddict.com/showthrea...r-kit-for-sale

  20. #45
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    Click here to enlarge Originally Posted by Sticky Click here to enlarge
    No way!!!!Thanks, Fullerton is at least close when I'm in OC.
    Gonna really Max out that supercharger with an ethanol setup? Click here to enlarge

  21. #46
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    Click here to enlarge Originally Posted by SlicktopTTZ Click here to enlarge
    Gonna really Max out that supercharger with an ethanol setup? Click here to enlarge
    Well now I have something to think about.
    Stage 2 or 2.5 E9X M3 S65 V8 supercharger kit for sale: http://www.boostaddict.com/showthrea...r-kit-for-sale

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    Click here to enlarge Originally Posted by wtfmateim65 Click here to enlarge
    New e85 station just opened in Fullerton! 1124 E Chapman Ave! $3.59 a gal. Stocked up on 2 extra 5 gal cans and filled the tank with 7.2 gallons for an approx 45/55 mix with 91. Car is ripping Map 7 on jb4 apart insanely smooth pulling with vicious throttle response!It literally feels like the meth map slightly less violent, I can't imagine when the meth is flowing on top again once I get the damn tank leak fixed.
    Nice this is much better...Fullerton is only 10 minutes from me...Thanks for the heads up!

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    I'll switch back to 30% E85 from tomorrow again and continue the evaluation. The car has been on gas only for a couple of days due to a boost leak. Initially I thought E85 could have killed the primary fuel pump, as one of several possible causes for failure, but this was not the case.

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    So whats the strongest concentration anyone has ran yet? Is 60/40 doable yet? I would love to be Cobb Pro tuned on E85 with that and make over 400. I am very happy to see that there is a lot of movement with E85 recently.

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    We just need more E85 pumps and we will see more and more E85 setups.
    Stage 2 or 2.5 E9X M3 S65 V8 supercharger kit for sale: http://www.boostaddict.com/showthrea...r-kit-for-sale

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