so I thought some might be interested. Over the winter I decided to add a little power. My goal was a modest 500rwhp. I run a little non-IC'ed 1.7l Kenne bell. At first I began to put together the parts for an intercooler, and even though many would think its the best path, it was too much hassle and money for me to get excited at the prospect. So after much research, I decided to go with the AIS progressive methanol kit. The feedback I read was generally positive and I like the approach the kit takes (preeminent was the MAF based signal input to the controller).
So I will say one negative thing about the kit (keeping things completely objective). Although Rodney was very helpful when I could get him on the phone (as he was moving from Ohio to Cali when I was calling), the documentation that came with it was far less than desirable. This lack of concise documentation delayed my progress and was frustrating. Rodneys said he would address it going forward.
Ok so after getting the "To-Do's" sorted out, I began by dropping the tank, adding two stainless bolts up from the trunk (with wing nuts). I used two stainless sheet metal screws toward the back seat as I ran into the framerail and boxed metal areas that I could not access.
With the controller, I decided to keep it back there with the tank and used industrial velcro to attach it to the tank. It was great, as I didn't want to add it to the glovebox or in the engine bay:
Also, since you can't tell in the pic, I raised the entire tank about 1.5" off the carpet. I wanted airflow all around the methanol pump (which is attached to the tank underneath).
I "Loomed" all wires and ran both the stainless fuel line and wire loom thru two frame rail access points. I then brought them together and ran them down the body of the car:
I also wanted a pump activation LED and a low fuel level LED. Rodney provided both. I put them out of my way, but within reach of a quick look:
My original plan was to run pure meth with a modest 1lb (1/8th) pulley swap. So Rodney provided two 10gph nozzles (i believe). After not being able to find a 3" pulley for the KB, I bought one new. I thought I was running a 3 1/8 pulley, but when I pulled it off, i discovered it was a 3 1/4. After talking to Lidio (at alternative auto) about the error, he said I might see as much as 2.5lbs. And I actually ended up seeing about 3.5lbs. Amazing. So much to Rodney's disappointment, I ended up using the AIS kit for 'safety' more than for power. I let the pulley take care of the power, as I really didn't want to push the drivetrain considering i'm running the venerable 3650 tranny. Anyway, so below is a pic of the nozzles:
Now onto the good stuff: since I was pushing 12psi now (up from just under 9psi), we actually left the timing completely alone and didn't lean the fuel out much. Those that know Lidio, know he tunes for safety. That's one of the main reasons I keep coming back.
Stats:
Timing at WOT (variable but generally 13-14 degrees).
Gas A/F: 10.6:1 from 4-6k and 10.2:1 from 6-7k
12psi
Inlet temps as measured by the IAT post-blower: consistent 150 degrees.
The image is not the best, but she went from 470rwhp to 516rwhp with the blower falling a bit flat from 6-7k. My thought is that its simply too rich, not enough timing or my 1.7l is simply running outta steam. I can say that if were would have leaned out the primary fuel a bit, i'm quite sure 525rwhp was in her. But both Lidio and I choose to leave her nice and safe considering the heat of summer has yet to arrive. The Idea is that I can beat this thing up all day long at an Open Track event without batting an eye. For Lidio and I its safety first. And most importantly, I picked up almost 70hp/60rwtq in the midrange (even though she gives up some of those gains over 6k)...
With all this said, I do wonder if this is the highest numbers from a 1.7L Kenne Bell???
It runs great, its safe and I'm happy (transmission not withstanding... LOL).
So I will say one negative thing about the kit (keeping things completely objective). Although Rodney was very helpful when I could get him on the phone (as he was moving from Ohio to Cali when I was calling), the documentation that came with it was far less than desirable. This lack of concise documentation delayed my progress and was frustrating. Rodneys said he would address it going forward.
Ok so after getting the "To-Do's" sorted out, I began by dropping the tank, adding two stainless bolts up from the trunk (with wing nuts). I used two stainless sheet metal screws toward the back seat as I ran into the framerail and boxed metal areas that I could not access.
With the controller, I decided to keep it back there with the tank and used industrial velcro to attach it to the tank. It was great, as I didn't want to add it to the glovebox or in the engine bay:
Also, since you can't tell in the pic, I raised the entire tank about 1.5" off the carpet. I wanted airflow all around the methanol pump (which is attached to the tank underneath).
I "Loomed" all wires and ran both the stainless fuel line and wire loom thru two frame rail access points. I then brought them together and ran them down the body of the car:
I also wanted a pump activation LED and a low fuel level LED. Rodney provided both. I put them out of my way, but within reach of a quick look:
My original plan was to run pure meth with a modest 1lb (1/8th) pulley swap. So Rodney provided two 10gph nozzles (i believe). After not being able to find a 3" pulley for the KB, I bought one new. I thought I was running a 3 1/8 pulley, but when I pulled it off, i discovered it was a 3 1/4. After talking to Lidio (at alternative auto) about the error, he said I might see as much as 2.5lbs. And I actually ended up seeing about 3.5lbs. Amazing. So much to Rodney's disappointment, I ended up using the AIS kit for 'safety' more than for power. I let the pulley take care of the power, as I really didn't want to push the drivetrain considering i'm running the venerable 3650 tranny. Anyway, so below is a pic of the nozzles:
Now onto the good stuff: since I was pushing 12psi now (up from just under 9psi), we actually left the timing completely alone and didn't lean the fuel out much. Those that know Lidio, know he tunes for safety. That's one of the main reasons I keep coming back.
Stats:
Timing at WOT (variable but generally 13-14 degrees).
Gas A/F: 10.6:1 from 4-6k and 10.2:1 from 6-7k
12psi
Inlet temps as measured by the IAT post-blower: consistent 150 degrees.
The image is not the best, but she went from 470rwhp to 516rwhp with the blower falling a bit flat from 6-7k. My thought is that its simply too rich, not enough timing or my 1.7l is simply running outta steam. I can say that if were would have leaned out the primary fuel a bit, i'm quite sure 525rwhp was in her. But both Lidio and I choose to leave her nice and safe considering the heat of summer has yet to arrive. The Idea is that I can beat this thing up all day long at an Open Track event without batting an eye. For Lidio and I its safety first. And most importantly, I picked up almost 70hp/60rwtq in the midrange (even though she gives up some of those gains over 6k)...
With all this said, I do wonder if this is the highest numbers from a 1.7L Kenne Bell???
It runs great, its safe and I'm happy (transmission not withstanding... LOL).
