PSI Screw Plate Mods

Has anyone had good/bad experience modifying the PSI C or D base plate openings for better performance? If fueling is mainly 'ports' then is the plate really necessary?

 

Anybody ?......

 

We've tried without much success. No plate gives you 2000 horsepower out of 7 & 8 and 18 hp out of 1 & 2. The thing is trying to get the screw to put 64# at the entry to each port with an exact flow to match. Change boost, you need a different plate. Change rpm, you need a different plate. It seems to be endless. We're just trying to make a plate that fits our combination. If you see our car at Norwalk, and it has the same jets in every runner, you'll know we've got it. Right now, we're a long way from that.

 

Hey bobby, thanks for the feedback. Just out of curiosity, what is your % fuel split in terms of fuel above the blower versus fuel in the ports?

For ours I've been wondering about cutting way back on the amount of fuel upstairs (as a % of total fuel), and in turn making up the extra fuel in the ports, with the hope of getting rid of the plate and having a somewhat square tuneup.

Anyone have a feel for the minimum fuel % that a person can run upstairs? I'd imagine that a ceratin amount of lubrication/sealing/cooling is required from the hat fuel, but how low a % have people tried?

 

What blower? C or D ? And how old/new is it? Also, what overdrive are you running? "It does make a difference on blower fuel volume."

 

Brand new C. 1.92:1 currently. Will move toward 2.25:1 in the future.

 

At 92% over we have run .075's in the idle and .070's in the power nozzles. But at 125% I wouldn't go under .080's. We moniter the outlet temp just below the discharge in the back. So far it has been very cool. It's a C rotor at 2 to 1 now. And it has .080 idles and .078 powers. Everthing looks good.

 

Thanks Lonnie. Can you tell me what that works out to as a % of fuel above the compressor, for each of those three setups (92, 100, 125)? PM incoming....