Thread: Tuning on E85 for max torque

Nearest E85 station to me is ~10 mi. Will be switching over when my tax refund comes

What I've wondered is when tuning do you aim for stoich throughout the rpm/load or do you tune similar to gas by running richer under higher load or higher rpm. The graph from JK tuning above would suggest it's tuned similar to gas by running richer than stoich under higher load.

Richer under high load for sure

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those lnf's are nice engines. i use to have a cobalt running one with like 19lbs of boost on normal pump gas and that thing was crazy fun.

some guys would run 30lbs on the stock turbo and ended up pulling on a lambo.

Since I like my numbers so much, here are the basic stoichiometric ratios of normal unleaded gasoline which we all know and love as 14.7. E85 is 9.8 for stoichiometric.

Ya need more juice to turn loose when ya running that E85!

Yea... you end up running id1000 or larger injectors for big boy NA applications...

Not a wise daily driver choice from an economic standpoint... but it sure can be fun.

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O2 sensors measure lambda, your afm converts it to a number you are familiar with. E85 and gas share the same lambda. If your air fuel meter is setup to display in Air to fuel ratio, then it will display 14.7 at stoich for E85 and gasoline.

You are correct in that you need much more fuel. Around 30%

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Yep, I run 1000cc on mine. I do not get good fuel economy.

e85 is great, but it requires larger injectors which do lose some resolution when tuning for idle typically see 30-55% more fuel trim on e85. I stuck with AEM EMSv2 for ethanol sensor option made by Delphi or Continental, I used the Continental unit for its compactness. As for cam gears, yes power can be made but starting with motor which has been degreed helps as chain slack or milled head/block can skew things a few degrees from true zero degree. There were several things I learned during my motor build alot of picking honda engine machinists/builders/tuners brains and able to translate a few ideas from their Kseries knowledge. The VVL head flows as well as a KSeries and granted bore and stroke are 86x86 there are distinct differences. I've gone a few steps beyond that and used a few tricks from the honda world and have been playing with ideas from intake side and even exhaust side.

With the cam gears, is the increase in power greater than what one would see in a gasoline motor. Basically, is it worth it?
Also, any tips you can give me with my next build? Doing a high comp.

the typical cam gear install @ 0* is probably a few degrees off from true 0 of cam. when the cam gear is adjusted on dyno and power is made from the adjustment maybe they found true 0 maybe they found that sweet overlap needed for the scavenging effect. If you start at true 0 and tune from there you will find power but not as great as in the initial scenario. I had an older set of Toda cam gears from my previous DET setup, might as well use it to find that true 0 of the cam on Kelfords and with all the head work, block sleeving, align hone and decking I was surprised on where they had to be adjusted. I did find power on gas and ethanol blends. It is worth it, but does require a comittment from yourself, your tuner and dyno operator. I'm lucky to have been in the industry and worked for/ do work for shops that have been in the game for upwards of 16 years. I've met so many people I can turn to for advice or a favor to use their dyno/help tune as long as I supply food/drink/girls/good time etc. My previous setup was muleman's 11:1 DET block w sc61 making 454whp @ 20psi I had used Toda 264 cams / gears, eventually the motor ate a valve when I did the VE head swap and one bad downshift. Now there are 12.5:1 VETs. Hicomp boost is perfect for e85.

someone should make an injector to whp chart for e85.

I think I'm at 60% on my 72lb injectors on 93 octane @ 12psi. If I went E85 that should put me at 80%(assuming 30% more fuel) so I should be fine at 12psi at least.

-G