SC kit for 308/328/Mondial

Mike,

The bolt on 928motorsports "stage 1" kit is proven, using the 086 adjustable wur, 3.1 pulley, and the intake we developed. You should be able to bolt on and be very streetable to about 350bhp @ 7000+rpm with minimum hassle. You wouldn't expect to bolt a Holley carb and set of headers on a smallblock chevy without a little jetting and tuning, this is no different (if your really seriously concerned, when you do the kit, invest a couple hundred in a set of fuel pressure guages and a wide band air fuel monitor, then tuning for good redline A/F in your garage at home is no mystery at all.)

Mikes car is using a completley different supercharger kit, compressor and set-up, and I have gone a few steps further into "stage 2" land. My car is running 10+psi boost and is totally dependable now to redline, 375+bhp, even under track conditions. I'm working up to 400hp with great A/F @ sustained high rpm.

 

The issue is that there are not hundreds of cars running these things, there are 2 or 3 and each one is a little different. That makes getting everything for ever version perfect pretty hard. You will almost certainly have to do some tuning, but the support to help with that appears to be a decent.

 

Hi,
I got home today. I'm not sure I understand what i'm reading, If the A/F ratio is good, ie 12.5:1 or less to redline what is the problem? If you are going below 12:1 its too rich, this is as rich as we setup 930s, they are air cooled so they need more fuel, they also are making 550 to 600 hp at redline. You need to check control pressure and shim for about 5.3 bar. If you try to run much higher the WUR has to be setup to handle it.

Larry Fletcher
CIS Flow Tech Llc

 

This is what was confusing me as well below. At an A/F of 13, the CIS is delivering the right amount of gas for the air it is "seeing". From my LM-1,2 experience, power does not drop off until above an A/F of 14.5 - 15, and starts to miss at 16.
Good luck!

 

I am not afraid of tuning - heck, I did it professionally for many years. BUT I really don't care to do it in this case. Yes, changing the carb/manifold/exhaust/etc on a Chevy does require tuning to bring it to the optimum BUT you can be assured that a specific "proven" combination will work well out of the box with no changes needed for safe (engine-wise) operation and a power increase. However, I realize Mike e's point is the critical one - with a Chevy, Ford, or Mopar engine there is so much data available that preparing a good package that will prove essentially bulletproof and produce good power is easy. With only a few cars running around and only a year or so of "time," on the project, there is no such database. So I realize that what I'm "wishing for" is based on my time/experience with US engines/packages/"road time" that has nothing even remotely comparable in the Ferrari world.

So, as the old saying goes, I need to either "S&$t or get off the pot!"

 

Dude, you can join the ranks of brave adventures like Leif Erikson, Ponce DeLeone, Cristopher Columbus, Lewis & Clark, Mark Eberhardt, Mike Charness, Thor Zollinger, or Lou Gaudio !!!! ;-)

Here are the tools of the successful adventurer :

http://www.etoolcart.com/browseproducts/CIS-K-jet-Fuel-Injector-Tester-TA33865.HTML

http://tunertools.com/proddetail.asp?prod=IN-3723

Then you get to go blow the doors off 348s. The hard work has already been done.

 

I've ordered an exact/same replacement #975 for my fuel pump, since my setup seems to be ideally tuned for it with no other changes. Since I don't do my own work, that's going to be cheaper than having my mechanic do all the testing of pressures and flow that's been suggested. The car isn't being driven over the holidays, and I'll have the pump changed out the first week in January... I suspect that will give me the accelleration curve I had with the old "amp-straining" #975 pump.

 

I wanted to report back... by taking out Lou's 910 fuel pump, and putting in a new 975 as an exact replacement of the one that came out of my car, the accelleration curve is back to PHENOMENAL and completely got rid of the flattening just above 6000 rpm... it now pulls hard and smooth all the way through redline again.

I don't pretend to understand what causes it... but apparently my car as it's set up now "likes" the delivery rate and pressure of the 975 fuel pump.

 

System pressure vs WUR control pressure no doubt, but the delivery volume is working great !?!. The high lph flow volume of the 975 is very interesting @ lower pressure, might be the pump of choice for us "non digital" forced induction fellows. (springs and washers and gauges, vs laptop maps and models).

Old school.

Got Da**it, you kids get off of my lawn !!, Jesus, I should of just put in green cement !!!! (where's my got dam denturecreme !!!)