• Hello Guest, welcome to the initial stages of our new platform!
    You can find some additional information about where we are in the process of migrating the board and setting up our new software here

    Thank you for being a part of our community!

LH2.2 Tuning For Non-Volvo Installation / X1/9 Dallara + K24 Swap

Any new progress on this?

Get new pistons?

Hey, thanks for the interest.

Yes, had to go with custom from Wiseco. No Mahles in this spec left in the world.

X19_0250.jpg


Just put them in last Friday along with new Clevite rod bearings.

X19_0127d.jpg


checking the ARP bolts for correct stretch

C4232039-CED3-4ABB-B725-AD7F72E4A04E_zpsar8ijzeb.jpg


Waiting for the head work to be completed. Intake valves recessed another .010", exhaust valves recessed .040". Based on the calculations, that, along with the increase in piston volume above the ring land & larger flycuts should get me down from 10.7:1 to 10.3:1.
 
Last edited:
Hope you don't plan to continue messing with LH...

Yup - gonna be running LH2.4. Now that I have the injector sizing figured out (expensive test) I can get it running & then look at tweaking the timing map to optimise for my setup. Dropping the compression to 10.3:1 range will make it a little more forgiving.
 
Machine shop head work completed.

X19_0073d.jpg


Valves recessed

7BF91B0C-D500-44E9-AB29-1780E9C0C8EF_zpsne6vgecj.jpg


measured chamber volume -

X19_0127b.jpg


they are all at 35cc, which is not enough to drop the compression down to 10.3:1

X19_0127c.jpg


took a little out around the back wall and the exhaust

X19_0127.jpg


now it's 36cc

X19_0127c.jpg


(took a tiny bit more out after this measurement to get exact 36cc)

X19_0127a.jpg


Just have to do the same for the other 3 cylinders....
 
Last edited:
Measured the Wiseco piston pop-up & flycut volume.

.035" pop -up (must have made an erroneous measurement - this doesn't make any sense - should b .025", CH is 1.344", slightly under the 1.3445" of the Mahle's)

2.1cc flycut.
Deeper offset of ring land from piston crown, and smaller OD of the crown above the ring land (8mm vs. 6.5, and 86.15 vs.86.5) which should net me almost .5cc volume gain over the Mahles
36cc chamber volume.

Just need to do the math to figure out what this translates into in terms of revised static CR :)

Checked head alignment dowel depth again. Measured TTY head bolt insertion depth; even though they are longer, they still have .25"/6mm clearance in the block. I used the hardened washers anyway.

X19_0073c.jpg


Bolt bottomed in head

X19_0073ca.jpg


X19_0237.jpg


Put putty in the flycut to check valve clearance (valves have been further recessed to increase chamber volume);

F3F9799A-1402-49F7-A028-1B5BAEBEFF1F_zpsoojdutgu.jpg


installed original thickness HG, torqued to 20ft/lb
after:

0EC375C8-4C1F-403F-81BF-894CB7EAA7FA_zpsfoiw3owq.jpg


no contact at all, so no worries there.

Engine mostly back together. TTY bolts torqued in 4 stages: 14ft/lb, 29ft/lb, 90?, 90?.

4B4D7347-653A-4F11-B26A-13F82E53676F_zpscwgqkeun.jpg


7A905986-C42F-49B9-B070-0363DEA4C91D_zpshp9vtj9c.jpg


Still have to weld a boss on the oil pan to provide a 2 point bolt down for the crank position sensor, so that will hopefully get done tomorrow, then I have to finish up the revised exhaust.

EDIT: checked Squish:

Used soldering wire, pre compressed:

BBAC6ACC-3D85-448B-8480-C432C2441651_zpsezfxgvd8.jpg


after compressed:

2004DE1F-E1B6-40AA-9CE7-C8B2E87910F6_zpsbbs7u1uh.jpg


checked against calipers

36D15B2D-6AAE-469F-9DC4-C46247AE744B_zpsf8f31qhj.jpg
 
Last edited:
Wow, beautiful workmanship! Very nice.

Have you thought about adding a MegaSquirt just for logging? I think you could tee off existing or temporary sensors and get temp/map/maf/rpm and afr (with wideband) but not timing advance. Once it's tuned and happy, you could sell the MS for not much loss.
 
Wow, beautiful workmanship! Very nice.

Have you thought about adding a MegaSquirt just for logging? I think you could tee off existing or temporary sensors and get temp/map/maf/rpm and afr (with wideband) but not timing advance. Once it's tuned and happy, you could sell the MS for not much loss.

Thank you.

My main concern is really the timing map. I would like to be able to log that. I do have an Ostrich 2.0 that I am going to feed into the EZK116. I'm assuming the live trace feature works in Tuner Pro with the available bins, but perhaps I'm mistaken.

Once it's up & running, and had a few hundred miles to settle in I'll have to start playing around with that.

EDIT: I do have the log box from my M4.4/TunerPro install - I hadn't thought of repurposing that for LH2.4/Tunerpro use - I may be able to get the creator to write them into the ADX (or is it XDF, I always get them mixed up)...

1611376C-5828-47C7-A472-E2C5EC6D3749_zps8zes8efc-1.jpg


1D90A6B8-2ED6-41B4-AD89-F5FAED3A0BD3_zpsf39agshe-1.jpg
 
Ref this thread for oil cooler t/stat housing oring PN - Mine needed 925093 square cut oring

Waiting for the head work to be completed. Intake valves recessed another .010", exhaust valves recessed .040". Based on the calculations, that, along with the increase in piston volume above the ring land & larger flycuts should get me down from 10.7:1 to 10.3:1.

Doing the math on the revisons to calculate new static CR:

Using Steve C's (Xweb) Formula - bolded values are my revised numbers.

Volume at BDC is (swept volume - pop up volume)+ flycut and ring land clearance volume + gasket volume + chamber volume.

Volume at TDC is (volume in gasket - pop up volume) + flycut and ring land clearance volume + chamber volume.

Volume of BDC over Volume at TDC is expressed as a ratio to one (xx:1)

Your bore is 87.00
Your Pistons are 86.15 above the top ring land and the top ring groove is 8mm down from the crown.
Your Valve Flycut measured volume is 2.1cc
Your Piston sits at 0.65mm plus deck
Your Combustion Chamber measured volume is 36cc
Your head gasket is going to be 1.5mm compressed and has an inside fire ring diameter of 87.2mm (assuming a Felpro 21195-PT2)

So lets do some math...

Swept Volume of the cylinder.
Pi x R squared x Stroke
3.14285 x (43.5 x 43.5) x 67.4
3.14285 x 1892.25 x 67.4
400.831cc

Volume of the piston 'pop up'
3.14285 x (43.075 x 43.075) x 0.65
3.14285 x 1855.4556 x 0.65
3.790cc

Volume of the head gasket.
3.14285 x (43.6 x 43.6) x 1.50
3.14285 x 1900.96 x 1.50
8.961cc

Volume of the ring land clearance.
[3.14285 x (43.5 x 43.5) x 8] - [3.14285 x (43.075 x 43.075) x 8]
[3.14285 x 1892.25 x 8] - [3.14285 x 1855.4556 x8]
47.576cc - 46.651cc
.925cc

and then put these numbers into the equation,

Volume at BDC = (400.831 - 3.790) + 2.1 + 0.925 + 8.961 + 36 = 445.027

Volume at TDC = (8.961 - 3.790) + 2.1 + 0.925 + 36
= 43.271

Static Compression: V at BDC / V at TDC (445.027 / 43.271) =

10.285:1

note: there is a chamfer at the top of the piston that is not accounted for - actual compression will actually be less. Not sure how much less. Need to see if I can get the specs on that from Wiseco, I never measured the depth of the chamfer and the diameter of the crown inside the chamfer...
 
Last edited:
Try using this calculator: http://www.race-cars.net/calculators/compression_calculator.html

It's pretty easy and accounts for all the bigger items - you'll need to subtract your .65mm piston popup from the gasket thickness and enter it in the gasket thickness box. For the ring land clearance, which I've never seen before, you can put your calculated volume in the piston dome box (-.925cc). I'm not sure why the valve flycut gets added in at all - isn't it already accounted for in the measured chamber volume?

[BTW: the value of pi in the equations you got from the other site is off a bit; should be 3.14159.]
 
Try using this calculator: http://www.race-cars.net/calculators/compression_calculator.html

It's pretty easy and accounts for all the bigger items - you'll need to subtract your .65mm piston popup from the gasket thickness and enter it in the gasket thickness box. For the ring land clearance, which I've never seen before, you can put your calculated volume in the piston dome box (-.925cc). I'm not sure why the valve flycut gets added in at all - isn't it already accounted for in the measured chamber volume?

[BTW: the value of pi in the equations you got from the other site is off a bit; should be 3.14159.]

Thanks for the suggestion - using the calc this is what I get:

Screen%20Shot%202016-07-01%20at%207.51.54%20AM_zpsixqf762n.png


The flycut in the piston is not included in chamber volume using the other method. I added it to chamber cc.

10.1:1 is also good :) My goal was to get it down into the 10.1 - 10.3 range.
 
Detour from the tuning end of things. Now that I have a decent increase in HP over stock, I can do the body mods..

chopped off front fenders & parts of the stock nose

Dallara_Nose00094.jpg


A058A196-435D-4BEE-BB02-76D27F85A291_zpsvgsfp3bv.jpg


bracing the lower nose section

Dallara_Nose00004.jpg


inner fender supports

DallaraWheelArches00010.jpg


reworked the nose to take late '70's Ford Bronco (6054) headlamps

DallaraHeadlamp00007.jpg


DallaraHeadlamp00001.jpg


DallaraHeadlamp00023.jpg


bonded to sheet metal after several on/off test fitments

Dallara_Front_Fender00041.jpg


starting the basic blend to stock fender line

Dallara_Front_Fender00027.jpg


detail body work is not my forte - so this may take quite some time. In areas where fill is required I'm trying to use as much metal/fibreglass as possible to get the fitment as close as possible to minimize filler depth. Once the front is roughed in I'll start on the rear body panels.

Dallara_Front_Fender00014.jpg
 
Last edited:
Slight problem

(insert Blown HG pics here, damaged fire rings)

thankfully bores, pistons & head are all OK. I leak tested the piston/rings/bores - 16inHg on each, consistent & even.


I need to revise the timing map before I drive it again.

This is the Fiat spec range


X19wastedspark00035.png


What I have, using the NA EZK116


X19_LH24_00095a.jpg


I'll load the Turbo map for starters, and maybe take some more off that.


X19_LH24_00095c.jpg



Since I don't know what actual values I get in use, and where the load range falls on my 1600 vs 2300 - I may be , must be getting way to much timing in the part load range. All the fire rings are hammered around the bore, just those two pushed out.

EDIT: I'll have to try BeePee's LH datalogger mod (I'm using the 951 ECU)....

Dallara body work coming along - 960 lip added to the front spoiler & C30 rocker panel for the side front to rear integration

DallaraFrontSpoiler00009.jpg


Dallara_Side00019.jpg
 
Last edited:
Now running pretty well with revised timing map in my 146 EZK, and modified fuel constant in the 951 ECU for the 24lb (0 280 155 832) injectors.

X19_LH24_00131.png


Made a new fuel rail from new stock, to replace the modified Honda rail I had previously.

X19_LH24_00091.jpg


Going to try narrow spray pattern injectors (0280150762) instead of the later 4 hole composites, to see if it makes a difference to drivability/fuel economy. The wide spray pattern may not be suitable for the narrow single valve runners.

Body work moving along steadily

X19_0065.jpg


Gotta wait for Spring now..
 
Last edited:
Got the BTI board.

Installed in my box. Using pins 14,15 for signal output to power stage

X19wastedspark00007.jpg


Made a heat sink for the power stage, and standoff for the Bosch coil pack

X19wastedspark00017.jpg


X19wastedspark00002.jpg


X19wastedspark00016.jpg


replacing the cut wires with Volvo style connectors and wiring

X19wastedspark00018.jpg


Adaptor harness pretty much complete. Just have to trim to length & feed signal wires into cabin

X19wastedspark00008.jpg
 
Last edited:
Back
Top