Spring has sprung and the job list is now jobbed and with 3 smaller size pulleys and matching belts took the Old Girl for a remap.
First death or glory test spin with the 3.2" pulley and I told Dan to do his damnedest to make it slip, yet he couldn't. Happy Days.
[video=youtube;v8blQ-KDal8]http://www.youtube.com/watch?v=v8blQ-KDal8[/video]
Here's the boost pressure and induction vacuum graph.
Here's a bunch of info if it means anything to you.
Unfortunately not all was plain sailing, at 5.5k rpm the fuel was being trimmed out by a Gremlin and it appears that a small crack in the manifold is randomly drawing in air at certain rpm's which is upsetting the Lambda sensor and the crank position sensor is iffy too and needs replacing.
I've swapped the CPS for another since last time, but it would appear that this hard work is too much to ask of these old sensors and needs to be replaced with a new one.
It took 2 hours of head scratching to find this Gremlin and to fudge it over so we had plenty of these.
[video=youtube_share;yk5GuRhmsQU]http://youtu.be/yk5GuRhmsQU[/video]
Final run, the noise was intense.
[video=youtube;g24Y4ahoh70]http://www.youtube.com/watch?feature=player_embedded&v=g24Y4ahoh70[/video]
There should be more than 750 cfm pumping now, yet because of a crack in the manifold letting in air at certain revs, the Lambda sensor is randomly trimming the fuel.
The timing has had to be pulled right back and the rev limit reduced until I get the manifold sorted.
357 bhp @ hubs corrected @ 1.13 = 404 flywheel bhp.
We had 2 quick tries of swinging the cam timing, one @ +1 inlet -2 exhaust and another the other way @ -1 inlet +2 exhaust and both reduced power by about the same amount. Dan reckons there's a sweet spot we'll find that will even out the dip in torque curve we'll find next time find without the Gremlins, so back to stock settings for now.
I didn't get away until 7pm and we had no time to tinker with the water/meth, yet without it, the max temp of heat soaked charge-cooled air after returning cams to stock settings was 36°C @ 6.5k rpm.
Reducing the torque-convertor lock from 2.8k to 2k rpm has improved the power delivery at the beginning of the curve.
Red and green lines are previous maps recorded set @ 2.8k the top three are with the 2k setting and I suspect the dip in the power curve to be torque-convertor related but haven't worked that one out yet.
1+ Bar in action.
[video=youtube_share;p-H4DQsMpXk]http://youtu.be/p-H4DQsMpXk[/video]
I plan to have the cracked manifold and iffy distributor jobs sorted and ready for another remap in August.
It can't be given too many beans until these jobs are sorted, yet had to set up the Suprastick to match the new diff/tyre combo.
After his wingman button pressing duties I let my pal drive it home, the tunes that can be played with your right foot are more addictive than drugs.
[video=youtube_share;zE0B4WQ3IEs]http://youtu.be/zE0B4WQ3IEs[/video]
First death or glory test spin with the 3.2" pulley and I told Dan to do his damnedest to make it slip, yet he couldn't. Happy Days.
[video=youtube;v8blQ-KDal8]http://www.youtube.com/watch?v=v8blQ-KDal8[/video]
Here's the boost pressure and induction vacuum graph.
Here's a bunch of info if it means anything to you.
Unfortunately not all was plain sailing, at 5.5k rpm the fuel was being trimmed out by a Gremlin and it appears that a small crack in the manifold is randomly drawing in air at certain rpm's which is upsetting the Lambda sensor and the crank position sensor is iffy too and needs replacing.
I've swapped the CPS for another since last time, but it would appear that this hard work is too much to ask of these old sensors and needs to be replaced with a new one.
It took 2 hours of head scratching to find this Gremlin and to fudge it over so we had plenty of these.
[video=youtube_share;yk5GuRhmsQU]http://youtu.be/yk5GuRhmsQU[/video]
Final run, the noise was intense.
[video=youtube;g24Y4ahoh70]http://www.youtube.com/watch?feature=player_embedded&v=g24Y4ahoh70[/video]
There should be more than 750 cfm pumping now, yet because of a crack in the manifold letting in air at certain revs, the Lambda sensor is randomly trimming the fuel.
The timing has had to be pulled right back and the rev limit reduced until I get the manifold sorted.
357 bhp @ hubs corrected @ 1.13 = 404 flywheel bhp.
We had 2 quick tries of swinging the cam timing, one @ +1 inlet -2 exhaust and another the other way @ -1 inlet +2 exhaust and both reduced power by about the same amount. Dan reckons there's a sweet spot we'll find that will even out the dip in torque curve we'll find next time find without the Gremlins, so back to stock settings for now.
I didn't get away until 7pm and we had no time to tinker with the water/meth, yet without it, the max temp of heat soaked charge-cooled air after returning cams to stock settings was 36°C @ 6.5k rpm.
Reducing the torque-convertor lock from 2.8k to 2k rpm has improved the power delivery at the beginning of the curve.
Red and green lines are previous maps recorded set @ 2.8k the top three are with the 2k setting and I suspect the dip in the power curve to be torque-convertor related but haven't worked that one out yet.
1+ Bar in action.
[video=youtube_share;p-H4DQsMpXk]http://youtu.be/p-H4DQsMpXk[/video]
I plan to have the cracked manifold and iffy distributor jobs sorted and ready for another remap in August.
It can't be given too many beans until these jobs are sorted, yet had to set up the Suprastick to match the new diff/tyre combo.
After his wingman button pressing duties I let my pal drive it home, the tunes that can be played with your right foot are more addictive than drugs.
[video=youtube_share;zE0B4WQ3IEs]http://youtu.be/zE0B4WQ3IEs[/video]
