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Hey Jaybee!Hi Kyle
Why on earth would you turn the lambda feedback back on again and mess up all your tuning effort ???
I have driven all my volvos withouht lambda feedback the last ten years and never had any issues with that whatsoever. even passes the tech inspection every time The sond is attached but not operative
WINNER!Noise
One day, we will. It probably would've saved us 30-45 minutes on the dyno today(about 2.75hrs total spent today with more fine tuning to be done but it was good enogh).step 1) throw LH in the trash and install an ecu which is more workable for a not exactly street mannered engine like LH was designed for.
Whats that in dubyuh-aich-pees?1.21 gigawatts
Closer than the above answers!115 wheel horsepower.
"Thanks again to Kris at KO Racing for letting us come play on the dyno! He was awesome! Very helpful and easy to work with. No pain, just gain! Well, we didn?t gain a huge amount but we verified where we were was good with the ignition(actually reduced timing with no torque loss) and camshaft timing. I still need to work on the fuel to smooth and lean it out some more, but it was good enough to call it quits while paying for dyno time. The car ran great with no issues, though!
The first run was our baseline run but the power numbers are probably skewed down more than actual because the oil wasn?t up to operating temperature yet. It may have been similar to how it was at Pacific earlier this month though because then it was running even richer! And our wideband is now not working. Maybe just a new sensor is needed??
The second run pictured was our best for the day and the third was our last run with the fueling a little more dialed in(but not done yet!). 157whp around 5,500rpm and 160wtrq around 4,600rpm with a nice, wide powerband that doesn't lose too much for those times when we need to rev it higher than we should.
Can?t wait for PIR in less than two weeks time!
Ps. Thanks The V Shop for letting me sneak out for a good portion of the day to play race car. �� Thanks Moates, Tunerpro, my friends at Jetronic.info/Turbobricks.com for making tuning Volvo?s old engine management possible!"
" Billy, that was on our best run and the final run doesn?t have it nearly as bad because we did tune it out. That run, with the lean surge at 5200, had the highest power numbers of the day. Compared with our final run(of 23!), it averaged about 2wtrq more across the board, even in places where the AFR was the same. That being said, at 5200rpm where there is over a point of difference in the AFR(12.7 vs 13.8:1), the leaner mixture made 3.5wtrq more! So, it wants to be leaner for peak power.
I will actually try and lean everywhere else out a bit more to get it closer to 13.2:1 across the board. Our final run fluctuated between 12.1-13. I was moving the rpm range of the cells to get them closer to the spots that needed attention and reduced the resolution, per say, of the lower/idle rpm area that the stock computers prioritize."
In response to Jens suggesting getting rid of the grocery getter camshaft:"Thanks! Factory exhaust manifold(with your downpipe and merge that flares to 3?) and ENEM?s mild K13 camshaft. Our Dynomax super turbo muffler isn?t straight through, either, so there?s more power to be had if we made something custom and went larger on the cam. I like the powerband though where it is as that?s the rpm range and power range we want to be in!
We weren?t ignition timing limited, we actually retarded it from where I had it and didn?t lose any power. Next time the head comes off we?ll get some tighter squish with a thinner headgasket and bump the compression another .7 or so by doing that."
"For our final run, the AFR varied between 12.1:1 to 13.0:1. I want to flatten it out all closer to 13.0-13.3:1 for better efficiency and it seemed like it made a tiny bit more power as well.
We could go to a more aggressive camshaft in the future, but right now we like how much torque it has at 3000rpm because sometimes we need to drive around at that low of rpm to conserve fuel and in tight corners. It's an endurance race car and we should be performing towards the front of our class with this much power after we dial the rest of the car in more along with a solid set of drivers. If we picked up another 10-20hp with a larger camshaft and a larger exhaust(it's still just a factory exhaust manifold with a dual downpipe going into a custom merge that flares up to 3"), we would go through more fuel and be put into a higher class where we would not be competitive. It would be fun, though, for sure!
For all we know, there could be some other restrictions above 5500rpm because after that the required fuel dropped quite a bit to keep the AFR from going too rich."
We didn't do any lower load tuning, just a bulk drop of timing in the highest three or four load cells across the full rpm range. Being that it's LH2.4 and EZK, the load scale may not be something that really correlates to what you will be using(it's not kPa). I want to adjust it all further and it's not pretty by any means right now, but we did successfully race at Pacific with how it was before I adjusted things on the dyno anyway, so yeah. I'm happy to share what I have, I just wouldn't call it perfectly dialed in. I'll see if I can get some time to post up later. The really low load areas under 3,000rpm I reduced the timing a lot because with the 960 throttle body installed we couldn't hold a low rpm at the tiniest of throttle openings. The 850 throttle body with the 960 throttle shaft is much happier in that regard so I could probably bring that ignition timing back up closer to stock.Want to share the rough shape of your ignition timing map? My car is slightly more compression and slightly larger cam, but otherwise pretty similar.
(I mostly want to steal your timing map so you can still beat at Lucky Dog later when my car finally runs)
Being that it's LH2.4 and EZK, the load scale may not be something that really correlates to what you will be using(it's not kPa).
By the way, I can't remember if your engine is together yet?
Does it run?
Do you know the cranking compression just out of curiosity?
You're running Mega or Microsquirt, right? What throttle body and intake are you using?
Nice! Do more than puttering around the neighborhood! I asked for more info about the setup in the KL Racing camshaft thread.Yeah - I'm mostly just interested in roughly how much timing it needs up in the top few rows. The cam is so big that it likes idling around 25 degrees anyway, so I think my whole timing map might end up nearly flat...
It's 90% together. I have to mount some stuff and clean up some wire routing, but it's mostly together.
It runs! Though I haven't done anything more exciting than puttering around the neighborhood.
https://www.youtube.com/watch?v=TcfO0hk3x4Q
I don't. I suppose I should check that.
I'm a contributor to the rusEfi project, so I'm running one of those for the ECU. I'm not decided on whether I'll run speed density or alpha-N, but either way I'll have plenty of resolution for tuning.
I'm (unfortunately) running the stock LH2.4/3.1 intake and throttle body for now, but I'll switch at some point first to an 70mm-ish Ford electronic throttle body, and a better intake.
Nice! Do more than puttering around the neighborhood! I asked for more info about the setup in the KL Racing camshaft thread.