O/T Compression ratio and supercharging, also efi pumps

[Todd....!!]

FYI - I ran AVgas(Aviation fuel) right from outa the airplane fueler
tanker (They DIDN'T USE THE GROUND STRAP FROM THE TANKER TO THE CAR, but
DID on all the planes, that coulda hurt!) into my 73 Camaro with a 383
stroker, closed chambered small valve heads(1.94), Edelbrock tunnelram
w/ dual 600 vac holleys, 4-speed, and 3.73 limited slip 10-bolt rear...
was at about 10.5:1 compression... first 5 gallons in the new motor were
AVGAS, as were the next few tanks.... kinda expensive... started mixin
super and avgas, then went to straight superunleaded(93 octane)...

Everyone told me it was only 100 octane, the exhaust smelled like race
gas to me....

LATER!

Todd....

dzorde at erggroup.com wrote:
> 
> Dave, its a Fiat 903cc, 4cyl, bore/stroke=65.6mmx69mm, 5 port alloy head, max
> power rpm=8000.  did some measurements last night.  Chamber volume=21cc, deck
> height=0.889mm, headgasket=66.7mmx1.6mm (uncompressed).  In this configuration I
> can only bring compression back to around 8.8:1 (9.5:1 std), and I guess with a
> compressed head gasket this will be closer to 8.9:1.  As I'm not ready to get
> into any machine work I'll take the chance and see how it goes at this
> compression, if I have to water inject it as well so be it.  I just need to get
> the car running well enough for me to start on the fuel injection side of
> things.  Although this will be a dedicated race car it would be nice to just run
> on 96 leaded, but if I have to mix Toluene in it and bring it up I can do that,
> or i can just run avgas (which according to CAMS is 106 octane in OZ).
> 
> Anyway for something completely different and efi related, a thread a while ago
> was boosting fuel pump voltage for increased flow.  Well I may have a very
> simple solution for those interested.  Found this by pure accident.  2 weeks ago
> my fuel pump was very noisy and the frequency of the noise was going up and down
> and the car was running excessively rich (4km/litre).  Anyway it turned out the
> alternator was pumping out 16.5V sometimes dropping back to 14V as it should.
> Problem turned out to be a dodgy connection where the wire for the charge light
> plugs on.
> 
> Now it would seem that floating this connection caused the alternator to
> increase output voltage, so maybe a simple switch in line disconnecting this pin
> when you need that extra fuel pressure.  Any explanation ?
> 
> Dan  dzorde at erggroup.com
> 
> Keep Me Posted.  What is CID?  Qty Cyl? Bore size?  Alum Head?  RPM at max
> Pwr?  All and more contribute, but found 8:1 lowest practical.  May need to
> mix race fuel 30% for over 12 psi tho.
> 
> <snip>
> 
> TurboDave