Disi-MZResponse
- Thread starter Enki
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but y tho
JohnnyTightlips
Motorhead
Ok, that's what I was wondering. That sucks.
I still think a cam alignment plate could be made that will allow you to fix the manufacturing problem
OK then simply swap the cams and leave everything else as-is right?
Enki
Motorhead
I'll have to pull the motor to do that, and I really want to avoid that.
In other news I went up to Phoenix for work yesterday and wound up using 11.5 gallons for 249.2 miles, totaling 21.6 MPG highway. I was babying it a bit, but would see speeds as high as 85, and traffic/accidents on the way home fucked me over pretty good. No boosting though, and this was a 15.5 targeted lean burn tune with full timing.
Needless to say, I am *extremely* disappointed in this result, as the higher compression and smaller displacement should have increased this number significantly (I originally estimated about 28-30 MPG on full corn). This further indicates an issue with the setup.
Oh well.
In other news I went up to Phoenix for work yesterday and wound up using 11.5 gallons for 249.2 miles, totaling 21.6 MPG highway. I was babying it a bit, but would see speeds as high as 85, and traffic/accidents on the way home fucked me over pretty good. No boosting though, and this was a 15.5 targeted lean burn tune with full timing.
Needless to say, I am *extremely* disappointed in this result, as the higher compression and smaller displacement should have increased this number significantly (I originally estimated about 28-30 MPG on full corn). This further indicates an issue with the setup.
Oh well.
Enki
Motorhead
From the other place:
Attachments show comparable lean burn (16.0 instead of 15.5) and slightly more aggressive timing than what I run now.
Since the crank rotates clockwise and I know there's a little bit of slip that happened during tightening (the plate wouldn't go back in after) I'm going to test by modifying VVT during cruise and see if my MPG and power and whatnot all improve.
Attachments show comparable lean burn (16.0 instead of 15.5) and slightly more aggressive timing than what I run now.
Since the crank rotates clockwise and I know there's a little bit of slip that happened during tightening (the plate wouldn't go back in after) I'm going to test by modifying VVT during cruise and see if my MPG and power and whatnot all improve.
Are you running corn or gas?
On gas that mileage would be pretty bad in my opinion but I'm at sea level I don't know how much of a difference your elevation makes in fuel economy
On gas that mileage would be pretty bad in my opinion but I'm at sea level I don't know how much of a difference your elevation makes in fuel economy
Its kinda right where I would expect
Enki
Motorhead
Been a while. Went back to e30 to prove tune issues out, was vindicated. Got about a dozen pulls on the same tune with a 2.0 load target and getting the finger from the tune in most situations.
I've updated the tune for e30 (2.15 load target, revised WGDC base, pulled a couple degrees timing up top due to knock, etc) and I'll see where that gets me. Currently 1.1 seconds slower than my fastest 60-100 on the old engine/setup but in third gear (5.662 seconds). New tune should make a bit more torque, or blow up. I'm good either way.
I've updated the tune for e30 (2.15 load target, revised WGDC base, pulled a couple degrees timing up top due to knock, etc) and I'll see where that gets me. Currently 1.1 seconds slower than my fastest 60-100 on the old engine/setup but in third gear (5.662 seconds). New tune should make a bit more torque, or blow up. I'm good either way.
Everton992000
Greenie Member
I've been following this thread for so long I forgot what your original goal was for this setup. Was it for road course racing?
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Enki
Motorhead
Story time with uncle Enki. Aaron can sit on my lap and get his mullet pulled, the rest of you can gather around.
Our story starts at the gas pump. Ran into a BMW owner that wasn't a dick filling up on his way to work; E33 manual mix. Talked a bit, he left (no I didn't get his number). Went to do a 3/9 mix; got the 3 in, but could only squeeze 7.5 of 91 in. Oops. Went to the local car eatery with the bros for shit talk and chicken tenders, started doing math. Turns out 3/9 isn't what I should be running anyways, and 3/7.5 is better than what I was running. +1 oops, -1 oops. For anyone that cares, I had been beating the shit out of it so only 17 MPG ish (though it wasn't topped off last fill up so that should be higher).
So, moving to a 4/8 mix from here on out, and will be trying to finish the tune.
This map I've been beating up on, however, had some changes. I pulled some timing to see if the up top knock would go away (it didnt), and redid the boost curve to throw more air at it (it's still the same map as in the prior VDyno though). Since fueling up tonight, it's been a whole different animal up top. It's leaned back out to 11.5s (still dialing 11.75 but 11.5 is better than 10.8), and I'm making obvious, felt power all the way to red:
Tonight, I hit 4.27v (currently registering as 400g/s flow, but that's wrong as I need a new MAFCAL) which is slightly higher than the voltage my stock engine hit 400 WHP at (on basically an identical intake / MAF housing)...Essentially, I'm down 33% on power per airflow and I'm not 100% sure why; cams and piston design are likely culprits, as is crankcase evac since I'm still stock PCV setup there, sorta. Pistons can be proven with aux but that takes money I'm not prepared to spend.
There's also still the tuning issues which are making things painful to dial in load wise; still working with Steve on that though.
60-100 is still in the 6 second range, which is balls for a 3rd gear pull, but I also need to do a pull in my usual spot to get a more accurate vdyno log.
I feel like you have to suck it up and address the cam timing to really utilize the motor. Unless you have decided not to get into it and maximize the power with the way it is.
Enki
Motorhead
Swapping cams means pulling the motor again; really don't want to do that. Also, if I pull the motor, there are other things that will need to be fixed.
I've also had another thought; the knock up top might have come down because when I did the pulls last night, I was low on oil (again); this would mean that crankcase evac is a higher priority on the list of shit to do (it's also probably the easiest, too, so there's that).
I've also had another thought; the knock up top might have come down because when I did the pulls last night, I was low on oil (again); this would mean that crankcase evac is a higher priority on the list of shit to do (it's also probably the easiest, too, so there's that).
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