lookforjoe Posted November 4, 2012 Author Report Share Posted November 4, 2012 Had some erratic AFR's yesterday & early today. Swapped out the O2 sensor (code reader gave faulty O2 CL) and fixed a cracked hose at the Evap solenoid. Also added a second cam cover vent & checked again for any pressure in the breather system. Logs: 3" IC piping was delayed due to Sandy. Hopefully it'll be here during the week. Quote Link to comment Share on other sites More sharing options...
dublin14 Posted November 4, 2012 Report Share Posted November 4, 2012 I'm also going to redo my intercooler plumbing in 3", except for the hotside over the motor. Looking at putting a larger butterfly in the throttle body as well. Does anyone make bigger TB's for Volvo's? Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 4, 2012 Author Report Share Posted November 4, 2012 Does anyone make bigger TB's for Volvo's? Not that I know of. I was looking around for a larger butterfly, then just machine the opening a little larger. I don't think one can go more than an 1/8" inch or so larger ID without compromising the integrity of the (960) housing and gasket surface area. If I can locate a butterfly cheap enough, it's worth trying. The alternative is to modify the flange & fit a generic 75mm TB, but that feels like too much work right now. Quote Link to comment Share on other sites More sharing options...
sconeman Posted November 4, 2012 Report Share Posted November 4, 2012 you could try just porting and smoothing the inlet to the butterfly and changing to a half shaft. maybe see if that makes any difference before increasing the actual butterfly size Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 5, 2012 Author Report Share Posted November 5, 2012 you could try just porting and smoothing the inlet to the butterfly and changing to a half shaft. maybe see if that makes any difference before increasing the actual butterfly size Did this today with a spare 960 TB - 10º angle on the inlet side back to the base of the butterfly 20º angle on the backside chamfered the leading & trailing edges of the butterfly, and filed down the shaft from full round. 4th gear pull this afternoon increased the WOT sliders again a couple of points, and the upper load points in the main fuel map. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 7, 2012 Author Report Share Posted November 7, 2012 Since it was is snowing today, I couldn't install the TB. I decided to blank off the two ports, since they are only vacuum with the throttle open, and added a 4mm & 6mm port on the plenum side of the plate (these are on the underside of the TB housing) 1 Quote Link to comment Share on other sites More sharing options...
NEU Posted November 8, 2012 Report Share Posted November 8, 2012 Nice, knife edging on both sides! But are you going to flush mount the screws and get rid of the excess threads to clean up the air stream? BTW how did you bore it out? Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 8, 2012 Author Report Share Posted November 8, 2012 Nice, knife edging on both sides! But are you going to flush mount the screws and get rid of the excess threads to clean up the air stream? BTW how did you bore it out? Yeah, I'll file down the screw heads & cut off the thread. The screws are loctited in place, so I'm confident they're not going to get sucked into the engine. I took the TB to my local speed shop & had them bore it out on the lathe, I wanted it to be precise. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 11, 2012 Author Report Share Posted November 11, 2012 Raised the WOT sliders & upper load fuel cells. Seems like all I have done is increase the inj duty cycle, no apparent change to AFR's over 7K rpm. Timing values also suffer compared to this earlier log: revised WOT & upper fuel cells back to Oct settings. Quote Link to comment Share on other sites More sharing options...
BlackT5 Posted November 11, 2012 Report Share Posted November 11, 2012 What are you waiting for with regards to VEMS? Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 11, 2012 Author Report Share Posted November 11, 2012 What are you waiting for with regards to VEMS? Yeah. I'm kinda in that same place I was when I was still trying to make the Woth tune work before switching to TT. I don't have much of the base config setup. Justus went over it with me, but many of the parameters were just guesses. Robbie had a working setup (config file) that he was going to forward to me to use as a baseline. Eric sent me an older config, but VEMS 3 doesn't recognise the files, so I can't even open them with the software. On the hardware side, before I can switch the ECU, I need to install the VEMS WB02, remove the ME4.4 O2 & switch out a few harness connectors (MAF/MAP, IAT, COP etc). I don't want to do that without a baseline config file that is known to run the car - too many variables to cover otherwise, especially since I have to learn the new software as I go. I can't make any sense of config logs like this: NitroX Quote Link to comment Share on other sites More sharing options...
Jardim Posted November 11, 2012 Report Share Posted November 11, 2012 *looks at the speed (mph) vs. time* Holy crap H. Quote Link to comment Share on other sites More sharing options...
Johann Posted November 11, 2012 Report Share Posted November 11, 2012 Here's your base line. Subtract 2-3 degree at the higher load area at first. For fuel you can do nearly the same except it's won't correspond with the VEMS until the master fuel is set. Also accel enrichment isn't in there. Try to set the AFR targets at fixed RPM and set accel after that to keep AFR on track. Set all fuel and ignition helpers to zero at first and try to get the engine up and running. It'll need some fiddling at first to get through the warm up but once running you can use the helpers like warm up enrichment or pre crank prime to get it going when cold. This part will take the longest anyway because the engine is only really cold after it has been sitting for many hours preferable on the drive way. Now get going else we are asking the same question same time next year.. ;-) Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 11, 2012 Author Report Share Posted November 11, 2012 ^ Thanks, Johann. So. use my TT maps as guides, just lower requested values up top for safety. Setting targets & helpers don't mean anything to me right now, presumably once it's running I will be able to real-time monitor what's going on and make adjustments. The whole VEMS interface is alien to me, and navigating on a PC platform does not come naturally, so that will likely take longer. So much to setup, obviously great for fine tuning once up & running, but daunting right now. I was hoping I could do the swap while the engine was essentially warm, that way I could avoid some of the cold start/warmup issues - which I'm still having issues with in TT, BTW. Running the Enem cams with lower vacuum at idle seems to be having a fair impact on cold start/ initial warmup ability that Adam is still tweaking for me. Reading the VEMS user-developed guides (since VEMS doesn't actually provide one?) to get things started has only been so helpful, so much is either not relevant or just different from my setup, and they don't seem to cover navigating the software interface for all the parameters. I've had trouble simply locating the appropriate windows for different functions, never mind actually making any setting changes. I've been trying to read through & get a firm grasp of what's going on before I actually do it, but there comes a point where I'm just going to have to try. Quote Link to comment Share on other sites More sharing options...
JCviggen Posted November 11, 2012 Report Share Posted November 11, 2012 (edited) For spark you could also use your logs of actual advance vs what you programmed in TT to give you an idea of what you should be at. Seems safer to me, the advance numbers in ME 4.x tend to look quite high compared to other EMS (although yours are not particularly high, mine were well higher) Edited November 11, 2012 by JCviggen Quote Link to comment Share on other sites More sharing options...
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