Help Section
The navigation at right will direct you to various information sources regarding using this site.
- User Guide
- Sample Baselines
- Extra Info
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Help: Sample Baseline Info
-How to use sample baselines
-Sample baselines - Normally (Naturally) Aspirated
-Sample baselines - Nitro
-Sample baselines - MFI & Turbo
-Notes on turbocharging
Setting up a sample baseline
If you are unsure about your engine settings or would like to compare your engine to a standard engine setup similar to yours, you can use a sample baseline. In order to do this follow the instructions below:
- Go to the baseline profiles page and make sure you have at least 1 baseline profile free to use. If you have 3 baselines saved, you will need to delete 1 before proceeding.
- In the gray box for creating a new baseline, select a sample baseline from the dropdown menu near the top where it says select a sample baseline.
- When using a sample baseline, ignore the fields below that example dropdown menu in the gray box. Click on "add baseline profile".
- You will be taken to a baseline profiles page with that sample baseline pre-populated in each field. Edit those fields as necessary or leave them as is. Change the label to something specific to your engine setup.
- Click "create baseline profile". You will then be taken back to the baseline profiles page. You can now use that baseline in the jetting calculators or the air fuel ratio calculator as you see fit.
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Sample baselines - Normally (Naturally) Aspirated Engines
Setups for racing mechanical fuel injection for circle racing are provided. Setups for common Sprint Car and Circle Track classes are included.
| description | info |
| NA 305 HPpk | normally aspirated, engine size 305 ci running methanol at HP peak w high speed bypass approx. 475 HP @ 8,000 RPM; AFR 5.11 to 1; AD 95% source: racecarbook.com |
| NA 305 TQpk | normally aspirated, engine size 305 ci running methanol at torque peak w/o high speed bypass approx. 420 ft-lbs torque @ 5,000 RPM; AFR 4.97 to 1; AD 95% source: racecarbook.com |
| NA 350 HPpk | normally aspirated, engine size 350 ci running methanol at HP peak w high speed bypass approx. 550 HP @ 8,000 RPM; AFR 5.28 to 1; AD 100% source: racecarbook.com |
| NA 350 TQpk | normally aspirated, engine size 350 ci running methanol at torque peak w/o high speed bypass approx. 470 ft-lbs torque @ 5,000 RPM; AFR 5.13 to 1; AD 100% source: racecarbook.com |
| NA 360 HPpk | normally aspirated, engine size 360 ci running methanol at HP peak w high speed bypass 5.2 to 1 AFR; 740 HP; AD 95%; source: Hutchison dyno test |
| NA 360 TQpk | normally aspirated, engine size 360 ci running methanol at torque peak w/o high speed bypass 4.6 to 1 AFR; 620 ft-lbs; AD 95% source: Hutchison dyno test |
| NA 410 HPpk | normally aspirated, engine size 410 ci running methanol at hp peak; w high speed bypass approx. 5 to 1 AFR; 925 HP @ 7,200 RPM; AD 100% source: Kinsler data + ProCalc |
| NA 410 TQpk | normally aspirated, engine size 410 ci running methanol at torque peak; w/o high speed bypass AFR: 3.87 to 1; 704 ft-lbs @ 6,000 RPM; AD 100% source: Kinsler data + ProCalc |
| NA 475 HPpk | normally aspirated, engine size: 475 ci, running methanol at hp w high speed bypass 5.17 to 1 AFR; approx. 775 HP @ 5,000 RPM; AD 100% source: racecarbook.com + ProCalc |
| NA 475 TQpk | normally aspirated, engine size 475 ci running methanol at torque peak; w/o high speed bypass 5.1 to 1 AFR; approx. 650 ft-lbs @ 5,000 RPM; AD 100% source: racecarbook.com data + ProCalc |
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Sample baselines - Blown Nitro Racing
Setups for racing mechanical fuel injection with blown nitro are provided. Different setups from low to high percentages of nitro methanol mixtures are provided. Blower sizes are specified in the descriptions. High speed bypasses are provided in most setups for enrichment at lauch and automatic enrichment for throttling for lost traction or correction for out-of-shape drag race runs.
| description | info |
| blown 1471 lowcrmethl | blown setup with 14-71 blower @ -10.3% under drive, running methanol; approx 930 HP @ 6,000 RPM from run data; 1,200 HP @ 8,000 RPM; 1,400 HP @ 9,000 RPM; 3.8 to 1 AFR; 95% AD source: racecarbook.com |
| blown 1471 highcrmethl | blown setup with 14-71 blower @ -10.3% under drive; running methanol; approx 930 HP @ 6,000 RPM from run data; approx 1,200 HP @ 8,000 RPM; 1,400 HP @ 9,000 RPM; 3.4 to 1 AFR; 95% AD source: racecarbook.com |
| blown 1471 nitro 20 | blown setup with 14-71 blower @ -10.3% under drive; running methanol with 20% nitro added; approx 1,100 HP @ 6,800 RPM from run data; approx 1,500 HP @ 9,000 RPM; 2.8 to 1 AFR; 95% AD source: racecarbook.com |
| blown 1471 nitro 30 | blown setup with 14-71 blower @ 1 to 1 blower speed; running methanol with 30% nitro added; approx. 1,300 HP @ 6,800 RPM; approx 1,700 HP @ 9,000 RPM; 2.4 to 1 AFR; 98% AD source: racecarbook.com |
| blown 671 nitro 30 | blown 671 w/o strips @ 32% OD; running methanol with 30% nitro for 35% more HP over M100 (methanol); approx 1,300 HP @ 6,800 RPM; approx 1,700 HP @ 9,000 RPM; 2.4 to 1 AFR; 98% AD source: racecarbook.com |
| blown 671 nitro 40 | blown 671 w/o strips @ 32% OD; running meth'l with 40% nitro for 47% more HP over M100; approx 1,350 HP @ 6,800 RPM; approx 1,800 HP @ 9,000 RPM; 2.1 to 1 AFR; 98% AD source: racecarbook.com |
| blown 671 nitro 50 | blown 671 w/o strips @ 32% OD; running meth'l with 50% nitro for 58% more HP over M100; approx 1,400 HP @ 6,800 RPM; approx 1,900 HP @ 9,000 RPM; 1.8 to 1 AFR; 98% AD source: racecarbook.com |
| blown 671 nitro 60 | blown 671 w/o strips @ 32% OD; running meth'l with 60% nitro for 70% more HP over M100; approx 1,500 HP @ 6,800 RPM; approx 2,000 HP @ 9,000 RPM; 1.5 to 1 AFR; 98% AD; source: racecarbook.com |
| blown 671 nitro 70 | blown 671 w/o strips @ 32% OD; running meth'l with 70% nitro for 81% more HP over M100; approx 1,600 HP @ 6,800 RPM; approx 2,200 HP @ 9,000 RPM; 1.3 to 1 AFR; 98% AD; source: racecarbook.com |
| blown 671 nitro 80 | blown 671 w/o strips @ 32% OD; running meth'l with 80% nitro for 93% more HP over M100;
approx 1,700 HP @ 6,800 RPM; approx 2,300 HP @ 9,000 RPM; 1.1 to 1 AFR; 98% AD source: run data |
| blown 671 nitro 85 nost | blown 671 with strips @ 15% OD: running meth'l with 85% nitro for 99% more HP over M100; approx 1,700 HP @ 6,800 RPM; approx 2,200 HP @ 9,000 RPM; 1.1 to 1 AFR; 98% AD; source: run data |
| description | info - full info coming soon |
| Donovan 671 | blown setup with 6-71 blower running methanol source: |
| tf 66 surfers | blown setup with 6-71 blower running nitro source: magazine article |
| tf 65 amalone | art malone TF 1965 - blown setup with 6-71 blower running nitro source: magazine article |
| FC 67 Pisano N30 | blown funny car 1967 - Joe & Frankie Pisano; blown BB; 6-71 blower; running 30% nitro source: magazine articles |
| TF 66 Robinson N75 | Top Fuel Dragster, 1966 - Pete Robinson; Ford Cammer; 6-71 running 75% nitro source: magazine articles |
| TF 64 Prudhomme blower | AAFD 1964 - Green-Black-Prudhomme; blown Hemi; 6-71 running 70% nitro source: magazine articles |
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Sample baselines - Turbocharging on Methanol
Setups are provided for racing mechanical fuel injection with turbochargers. The first description is a basic setup. It included the jetting setup for driving around without boost. It also includes the setup change for 2 atmospheres of boost. No intermediate setup is provided between no boost and maximum boost. Intermediate enrichment could be provided by a secondary bypass in the idle bypass circuit. It enables added fuel pressure from low to intermediate foot pedal positions. Secondary bypass pressure poppet settings of 30 to 50 psi would be appropriate to get better drive-ability.
Specification: 500 ci 8 cyl racing engine on methanol; turbocharged with simple mechanical fuel injection
| description | info |
| turbo 2000+HP NB | turbocharged methanol stage 1: NB (no boost) source: |
| turbo 2000+HP 2B | turbocharged methanol stage 2: B (boost) up to 2 atm source: magazine article |
Added specifications: setup with one set of 8 nozzles, a main bypass, and hs bypass; the hs bypass is disabled for enrichment for boost.
- hs bypass is disabled with an electrical solenoid valve, operated by a 1+ boost sensing switch
| description | info |
| turbo 3000+HP NB | turbocharged methanol stage 1: NB (no boost) source: |
| turbo 3000+HP 2B | turbocharged methanol stage 2: B (boost) up to 2 atm source: magazine article |
| turbo 3000+HP 3B | turbocharged methanol stage 3: B (boost) up to 3 atm source: |
Added specifications: setup with one set of 8 nozzles for no boost, a main bypass, and two hs bypasses; a second set of 8 nozzles is enabled and one of the hs bypasses is disabled for enrichment, for the transition from no boost to 2 atm of boost; the second hs is disabled for enrichment, for the transition from 2 atm to 3 atm of boost.
- hs bypass is disabled with an electrical solenoid valve, operated by 1+ boost sensing switch plus a second set of 8 nozzles is initiated through an electrical solenoid valve, simultaneously operated by the 1+ boost sensing switch
- second hs is disabled with an electrical solenoid valve, operated by a 2+ boost sensing switch.
| description | info |
| turbo 4000+HP NB | turbocharged methanol stage 1: NB (no boost) source: |
| turbo 4000+HP 1.6B | turbocharged methanol stage 2: B (boost) up to 1.6 atm source: magazine article |
| turbo 4000+HP 2.9B | turbocharged methanol stage 3: B (boost) up to 2.9 atm source: |
| turbo 4000+HP 4B | turbocharged methanol stage 2: B (boost) up to 4 atm source: magazine article |
Added specifications: setup with one set of 8 nozzles for no boost, a main bypass, and two hs bypasses; a second set of 8 nozzles is enabled, and the hs bypasses are sequentially disabled for enrichment, for the transition from no boost to 1.6 atm to 2.9 atm to 4 atm of boost:
- one hs bypass is disabled with an electrical solenoid valve, operated by 1+ boost sensing switch
- second set of nozzles is initiated through an electrical solenoid valve, operated by 1.6+ boost sensing switch
- second hs is disabled with an electrical solenoid valve, operated by a 2.9+ boost sensing switch.
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Sample baselines notes
Note: These combinations were developed to keep no boost air to fuel ratio at approx. 5 to 1 with an appropriate combination of nozzles & bypasses for an 8,000 RPM fuel pressure over approx 50 psi. Nozzle additions & bypass sizes were adjusted for a transition into high boost with air to fuel ratios below 4 to 1. Richer mixtures were selected for higher boost levels. For different engines, nozzle & bypass jet sizes can be determined in ProCalc for different air to fuel ratios & boost transition points.
For example, wedge or semi hemi cylinder heads need to be less rich than hemi cylinder heads (with more ovelap flow). Engines with higher static compression (such as 11 to 1 CR) need to be richer than those with lower static compression (such as less than 9 to 1 CR). Spark plug readings & engine temperature monitoring are important tuning tools to indicate appropriate air to fuel ratios & boost transition points.
Note 2: ProCalc can be used to design combinations of turbocharging & nitro mixtures as well. Spectacular power levels are attainable with proper air to fuel ratios from correct nozzle & jetting combinations. Publications from http://racecarbook.com provide additional vital information about appropriate air to fuel ratios for methanol with & without boost. They also provide vital mixture information about different percentages of nitro with methanol.
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