- Joined
- May 11, 2007
- Location
- Niketown, OR
You literally touched a table and it won't idle now.
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You are 100% incorrect. We literally swapped engines, changed intake manifolds, changed injectors, changed mass air flow sensors, changed throttle bodies and throttle body mounting positions(in addition to adding a possible vacuum leak).You literally touched a table and it won't idle now.
I could get a running microsquirt setup on your car in a day. That would be the best $500 you could spend on the General. Ditch the dizzy and go LS coils or VW 4-pack coil for even more simplicity. There's a reason it's what we do on the rally car. When switching out the 16v NA engine to the 8V turbo, I just changed the injector size and MAP sensor curves, and it fired up on the 1st crank and ran. It took about an hour of on road tuning to get it to where I was happy enough to let it race all weekend.
Just saying....
"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."
"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 .7:1 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."
The more pictures, the merrier! Thanks Roy and I hope you had a good weekend as well!Cool stuff. I did see the General Leif running this weekend. PIR was so strict on their Covid-19 restrictions they would not let anyone from the BCA event head over to check out the Lucky Dog event. I did get a few pics of one of you driving through the last turns before the straight away. I'll post them up if you like.