Project Analysis Paralysis - Round Two

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SoloSE-R
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Re: Project Analysis Paralysis - Round Two

Postby SoloSE-R » Wed Apr 23, 2014 8:48 pm

I think the magic t-top grease you speak of is in fact Honda Shin Etsu grease:
http://twosrus.com/catalog/product_info ... cts_id=882
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2005 Volvo V70R - Titanium Grey - 6MT - Stock - DD

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Rocwandrer
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Re: Project Analysis Paralysis - Round Two

Postby Rocwandrer » Sat Apr 26, 2014 1:50 pm

So I've taken 15% fuel out of cells that were strong, but read off the chart rich. Now they read around 10.2:1. I've added fuel to cells that read 17:1 and felt relatively stable (low load, high rpm, no bucking).

At what point do you start to suspect the wideband...?

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Re: Project Analysis Paralysis - Round Two

Postby saabman » Sat Apr 26, 2014 2:11 pm

What kind of wideband is it??
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Re: Project Analysis Paralysis - Round Two

Postby Rocwandrer » Sat Apr 26, 2014 7:56 pm

saabman wrote:What kind of wideband is it??


PLX Devices gen2, using the ubiquitous bosch sensor. New less than 3k miles ago.

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Re: Project Analysis Paralysis - Round Two

Postby saabman » Sat Apr 26, 2014 8:02 pm

Does it require recalibration every 12 months like an Inovate LC-1?

How far downstream of the turbo does the sensor sit?
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Re: Project Analysis Paralysis - Round Two

Postby Rocwandrer » Sat Apr 26, 2014 8:19 pm

saabman wrote:Does it require recalibration every 12 months like an Inovate LC-1?

How far downstream of the turbo does the sensor sit?


No re-calibration is required unless the sensor is replaced, according to PLX. Also, calibration errors would result in an offset error, right?

The sensor is about 4" before the cat, about 18" downstream from the turbo. This is in a 3" pipe on a low boost 1.8, which lessens the distance requirement some. There is a 90 bend which the sensor is in (just before the bend starts) and the bend is v-band clamped to the inlet to the cat. To put it further downstream I would have had to put it in the cat.

Still, It is closer than ideal, and was run very rich for a whole bunch of miles, neither of which is good.

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Re: Project Analysis Paralysis - Round Two

Postby saabman » Sat Apr 26, 2014 8:24 pm

AEM specs 36 inches downstream using a Bosch Sensor. So you are probably overheating it and as you said running pig rich did it no favors.
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Re: Project Analysis Paralysis - Round Two

Postby Rocwandrer » Sat Apr 26, 2014 8:38 pm

Made a tiny bit of progress today:

Image

The braces for the intercooler used to be made out of safety wire, which made a poor compression strut when going over bumps... Hopefully the turbo to intercooler coupler will stop moving around (was worried it would blow off).

These braces look quick and dirty because they are. They started as a scrap piece of 1" aluminum tube, crushed for tabs at the ends (both needed the ends crushed in skewed planed, and a little bend). The m6 bolted ends on the head sit on aluminum mtb v brake u-brace spacers I had lying around. Quick pass with a file to break the edges and the test fit became the "final fit".

Realized just now looking at the pictures that I didn't cut the (now superfluous) zipties off.

Also, the strut tower brace had been off continuously for over a year before today.

I made an attempt to fix the coolant leak. It only leaks under pressure, and Ellie wanted to visit, so figuring out if it still leaks will have to wait.

I also zip tied some wires that seemed less than secure enough.... I have cable mounts, but those will have to wait a few weeks.

Progress from yesterday:

Autotune does everything but autotune. Not sure what I'm doing wrong with it, but at least I can use the data to manually tune...

Second to last adjustment, believe it or not, if the wideband data is accurate, all of these cells are better than they were when I started (there are only about 300 data points in this log since I just went "around the block"):

Image

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Re: Project Analysis Paralysis - Round Two

Postby Rocwandrer » Tue Apr 29, 2014 3:57 pm

Coolant leak seems fixed.

When I was under it checking things out, I noticed a VERY unhappy engine mount (rubber all torn and tattered). Good thing I have upgrade/ replacements sitting in a box...

As fuel came down, knock exploded. REALLY glad I had auto knock retard set aggressively when I started tuning fuel.

To make matters worse, the intercooler pump got an embolism, and the AIT spiked. I could not hear the knock, but it was definitely there.

Tires being mounted right now.

I just need a day off work between now and... now to be all set at the event.

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Re: Project Analysis Paralysis - Round Two

Postby DM » Tue Apr 29, 2014 4:10 pm

HP/TQ goals?
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Re: Project Analysis Paralysis - Round Two

Postby Rocwandrer » Tue Apr 29, 2014 10:36 pm

DM wrote:HP/TQ goals?

Power goals:

1.) Unbrokenness of engine and drivetrain

2.) 200+ ft-lb to the ground from WOT to redline, RIGHT NOW.

3.) 240 whp-ish.


In that order. #3 doesn't really matter to me nearly as much as the second part of #2.

Same car, same engine, with a turbo that is less responsive and yet less efficient at high flow rates, but otherwise fairly similar setup:

Image

I plan to run 9 psi and only a little less agressive tuning, so I figure 240/200 is totally reasonable. That's 10 lb per hp
At the gvwr.

Right now poorly tuned and 6 psi lets me hit the rev limiter in 4th at the same distance down the ramp that 3rd did before.

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Re: Project Analysis Paralysis - Round Two

Postby Rocwandrer » Tue Apr 29, 2014 10:46 pm

Swapped wheels and swapped out the junk engine mount tonight. Also cranked the wastgate preload 2 turns.

It now shifts like the brand new, barely broken in transmission it is! And rattles like it has solid engine mounts...

Somebody was using my favorite hill (no idea what for, repeated low speed runs), and 2nd goes by to fast on flat ground for the datalog to generate much data. Still, subjectively, boost response is quicker, but peak boost is still 6 psi. Guess I'll crank it some more when I have a redundant boost signal (this can goes way past "boom... rattle rattle).

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Re: Project Analysis Paralysis - Round Two

Postby DM » Wed Apr 30, 2014 8:38 am

10 lbs per fully loaded HP

same goals that I have for the 818S :-)
Dan

CKT Slingshot KT100, Frankenstein RM1 Rotax DD2, 2013 Factory 5 818S

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Winston Churchill:

"Socialism is a philosophy of failure, the creed of ignorance, and the gospel of envy; its inherent virtue is the equal sharing of misery...”

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Re: Project Analysis Paralysis - Round Two

Postby MR Chuck » Wed Apr 30, 2014 8:59 am

Nice flat tq curve there. Do you have variable valve timing?
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Re: Project Analysis Paralysis - Round Two

Postby Rocwandrer » Wed Apr 30, 2014 1:25 pm

MR Chuck wrote:Nice flat tq curve there. Do you have variable valve timing?


I do. It is a variable intake cam with about a 55 degree range. No lift control, no exhaust control. Factory VVT-i map has 5 "zones". These are sort of local minima/maxima regions with smooth transitions between. My present "base" map has 2 zones if you count the 90% of cells which are set to basically full retard. This "base" map comes directly from the company that tuned and dyno'd the engine in the plot above, so I'm thinking it isn't far off at full load and is just giving up fuel economy, driveability, emissions...

I recently found out the tolerance on factor exhaust timing (from a gear degree sort of standpoint, not a camshaft standpoint) is about 10 degrees. Wondering, given a half tooth is 10 degrees and it would be easy to make a 175 degree index of the mounting locator, if I should try to figure out the ideal position and then actually check it. Probably wont since I can only guess and live with, not test different settings.

I actually expect my torque curve to start further left with the EFR and not fall off any more on the right :twisted:


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