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lookforjoe

Hussein's 1998 V70 Xr : The Force Awakens

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It's such a slight decrease, I don't see how it could really make a difference; it's also post MAF sensor that it does this.....

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3rd Gear Pull early this morning. Steep uphill grade. Definitely too lean up top, I'd have to say power drops off over 7500. Inj duty cycle appears to peak around 7600, then tapers off ever so slightly. IAT scaling is all out of whack again. Ambient temps were in the high 50's low 60's at the time. I'll have to richen it up a little. Slower, too, but that may just be the steep incline. Timing looks great, so I think I'll raise the boost a little, once I get rid of the lean top end.

rev0023rdOct21amPIC.png

rev0023rdOct21amData.png

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8400 RPM huh?

100 RPM more and your reaching BTCC status

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sleeved PP dowels done... still shouldered so no way for them to walk out.

IMG_9422.jpg

IMG_9423.jpg

After talking with Ben last night & saying I was just gonna drive it the way it is for a while :rolleyes: , I did a couple of pulls raising the boost only .1Kg.cm2 (from 1.2 to 1.3, approx 18psi)

I think I need to reset the Apexi "NE Speed" RPM points - I have it set to limit boost to WGA under 4000, but I don't think I need that anymore, since I seem to have moved the whole scale up again with the new manifold & header. I didn't actually see over 18psi (logs underreport .5 psi max) until I shifted into 4th in the first run, and not at all in the 2nd (didn't go very far up the rpm range in 4th as you see)

Anyway, I'm curious again about injector duty cycle rates, sparked by the conversation in BMac's Build Thread - in my case I'm seeing it level off over 7500rpm - so, I'm wondering if that's indicative of power also tapering off, or just 'cos it simply don't need no more fuel. A contributing factor may be that in TT I can only scale the RPM up to 7600, so anything fuel or ign after that, it's anyone's guess how it's calculated.

IAT's are reading in Volts only, I still can't get it to scale properly in ºF, even using the recommended resistance/temp values for the GM sensor I'm using :angry: EGT's also still read low by at least 100ºF, once I go over 1000ºF; below that they are accurate

3rd - steep uphill grade

Red line is Inj duty - you can see where it drops & levels

rev003_3rdOct26pic.png

rev003_3rdOct26data.png

4th - level grade

rev003_4thOct26pic.png

I didn't see over 64% IDC here - but I also didn't go over 218 g/s MAF flow - which seems consistent from gear to gear (almost same IDC to MAF flow in 3rd at same rpms)

rev003_4thOct26data.png

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Been playing cleanup after Saturday's snow storm. Power was out until yesterday afternoon & I went & bought a Honda EU200i Inverter on Sunday; took a few hours to make a suitable place (where it wouldn't get stolen) to locate & run it, rewire the furnace so I could plug it in, etc... Then I got sick from being out in the weather. No work the past two days, so I've stayed inside as much as possible to recuperate.

Anyway, I got a log of my heavy clutch slippage a few days ago - this is what is looks like on paper:

you can see the drawn out peaks (yellow/gold) instead of the normal crisp peak & valleys

rev004_1st2ndSlippage.png

rev004_1st2ndSlippageData.png

this was on a steep uphill grade, but it will slip like that if I do a high rpm shift no matter what the grade. I'm curious what the pressure rating is on the S60R AWD pressure plate. I don't know if it will slip like that in 4th at similar RPMS, I haven't driven the car fast enough to find out. It doesn't do it on 3-4 shifts, even at redline of 8400rpm.

I'm just going to have to go easy on it until I can make the time to install the Spec SO603F+

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4th gear pull from this morning. Boost log is .5psi under actual

data

rev004_4th10Novdata.png

graph

rev004_4th10NovPic.png

AFR's look OK - except for rich dip before going WOT... will have to do at least one more similar pull to see it that happens consistently. Timing seems OK, car certainly feels good!

I'll be curious to see if the improves cooling to the extent of allowing more timing. Don't know if the cooling system responds quickly enough in terms of heat dissipation under WOT conditions to actually make a difference, or if it will be more of a general improvement...

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Wait, so the rad is already installed? Damn you work quick.

No, no :D

I meant once I do get it in, will it make a difference compared to my current logs, as above....

Not sure when I'll get it installed, I'm supposed to be writing my MSEd Thesis at the moment...

EDIT:

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a couple of pulls today. One just to document AFR's cruising in 5th-6th you can see how stable it is

5th6thcruiseNov12pic.png

3rd pull to check 60-100 4.99sec :lol:

3rdNov12pic.png

3rdNov12data.png

2nd-3rd-4th pull to check 59-120 9.83sec

2nd3rd4thNov12pic.png

2nd3rd4thNov12data.png

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^ Thanks!

Another pull over several gears from a couple of days ago - trying to see how the AFR's & timing look over longer pulls. This was coming around an entrance ramp, so not the fastest times. Not sure why the timing dipped to 13.5 at 6880 in 4th...

1_4thNov15pic.png

1_4thNov15data1.png

1_4thNov15data2.png

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Tried running more boost -20psi on the same map. I don't understand it, but once I go over 18psi, the IBP log is not accurate - almost 2psi off in these logs.

3rd gear slower 60-100 than @ 18psi

some crazy shit going on with the EGT's (black tracer) - unless it's a sensor issue...

rev004_3rd20psiNov21.png

rev004_20psi3rdNov21data.png

3rd/4th gear - steep uphill grade - high EGT's in 4th, again, assuming it's not a scaling/probe issue

rev004_4th20psi212Nov.png

rev004_20psi4thNov21pmdata.png

1st/2nd with raised WOT sliders - another crazy EGT spike

rev001_1st2nd20psi21Nov.png

rev001_1st2nd20psi21Novdata.png

Bottom line, timing pull, EGT's whacky. I'm going to go back to 18psi & leave it there for now.

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Tried to install my new reverse-rotation 180AMP alternator today - wasted two hours :(

This is where I had to shave the old alt for intake clearance

IMG_9481.jpg

Everything tucks out of the way nicely for Alt removal...

IMG_9482.jpg

BUT>>>>> because I used the newer style deeper breather box when I did the head - there is no way to remove the lower alt pivot bolt without removing the breather box....

IMG_9483.jpg

So, I put it all back together & I'll have to deal with it next year when I have more time to dick around with it.

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Oh fun :tdown:

Yeah - especially since I may end up having to remove the intake to get enough wiggle room. Definitely a job for next spring when it's warm out & days are longer again.

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