854TGA+ Posted November 7, 2013 Report Share Posted November 7, 2013 You should send out an oil sample for chemical analysis / it would be interesting to see what copper & oil are doing? Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 7, 2013 Author Report Share Posted November 7, 2013 I have copper pipes for parts of the breather system also. Never considered it to be an issue. Got the AN-08 Fragola fittings & hose for the fuel rail feed DIdn't confirm that 8000 series hose is E85 compatible, so need to know that before I go any further. Summit's listing just says compatible with 'most' fuels Quote Link to comment Share on other sites More sharing options...
blkaplan Posted November 7, 2013 Report Share Posted November 7, 2013 I have copper pipes for parts of the breather system also. Never considered it to be an issue. well there's not much consequence if you start getting cracks or leaks in the breather system. An oil line is a different story. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 7, 2013 Author Report Share Posted November 7, 2013 well there's not much consequence if you start getting cracks or leaks in the breather system. An oil line is a different story. Ben - I was referring to the possible transfer of copper particles to the oil that Trent was mentioning - not the potential metal fatigue. The breather system parts are all soft mounted junctions at each end. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 8, 2013 Author Report Share Posted November 8, 2013 4th gear pull to 7500. Timing logged is above requested in the 100% load range, so I'm adding fuel to the 88 & 92% load ranges, 66K - up. Coolant temps with 160ºf T/stat Quote Link to comment Share on other sites More sharing options...
blkaplan Posted November 8, 2013 Report Share Posted November 8, 2013 (edited) Ben - I was referring to the possible transfer of copper particles to the oil that Trent was mentioning - not the potential metal fatigue. The breather system parts are all soft mounted junctions at each end. Why would copper be doing anything to the oil? AFR's are looking good, fuel pressure still looks a little funny. Edited November 8, 2013 by blkaplan Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 8, 2013 Author Report Share Posted November 8, 2013 Why would copper be doing anything to the oil? AFR's are looking good, fuel pressure still looks a little funny. I don't know. I read one of Nathan's posts where he was concerned about copper particulates, I have no idea where they were from in his case. I don't see how any copper could transfer to the oil passing in the drain, there is no state change where any transfer should be occurring. Fuel pressure is still based on volume of the single DW300 and stock lines, I'll indicate when the new system is in place :-) Quote Link to comment Share on other sites More sharing options...
blkaplan Posted November 8, 2013 Report Share Posted November 8, 2013 (edited) I don't know. I read one of Nathan's posts where he was concerned about copper particulates, I have no idea where they were from in his case. I don't see how any copper could transfer to the oil passing in the drain, there is no state change where any transfer should be occurring. Fuel pressure is still based on volume of the single DW300 and stock lines, I'll indicate when the new system is in place :-) People typically measure their oil for copper particulates because engine bearings have copper in them and if your bearings are wearing you will have traces of copper in your oil. It's a way to check engine health with out a tear down. Edited November 8, 2013 by blkaplan Quote Link to comment Share on other sites More sharing options...
MrCain Posted November 9, 2013 Report Share Posted November 9, 2013 (edited) People typically measure their oil for copper particulates because engine bearings have copper in them and if your bearings are wearing you will have traces of copper in your oil. It's a way to check engine health with out a tear down. Correct => you can use copper parts in youre engine with no problems! EGT stays pretty low! Even with higher AFR. But MAF sensor is a bit out of range full trottle STFT at 40%....no check engine on the dash? Still very curious at the results with the twin pump setup! Edited November 9, 2013 by MrCain Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted November 28, 2013 Author Report Share Posted November 28, 2013 Running well overall. Copper drain tube working nicely - no more oil smoke Still need time to fit the fuel lines, FPR & rail. Got E85 PTFE AN-8 fuel line & fittings to run to the rail. Did a pull to close to 8K AFR's rise to 13.7 by the top, plenty of timing, pulls very nicely but no margin for safety Oil temp probe is not hooked up - hence the fixed reading No way around the lean condition up top, adding WOT enrichment does not counter it, so I have to wait until the pumps are hooked up before I can raise the boost. Quote Link to comment Share on other sites More sharing options...
Martijn_B Posted December 1, 2013 Report Share Posted December 1, 2013 Did you switch between EGT and inj duty cycle in those last logs Hussein? I am surprised by your low EGT's in the previous run, hitting 1228 fahrenheit (664 celcius) at 7500 rpm. I hit around 1750 fahrenheit (950 celcius) in that region. I dont know where your sensor is mounted, mine is in the lip of the R-manifold just before the turbo where the gasses of all 5 cylinders come together. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted December 1, 2013 Author Report Share Posted December 1, 2013 Did you switch between EGT and inj duty cycle in those last logs Hussein? I am surprised by your low EGT's in the previous run, hitting 1228 fahrenheit (664 celcius) at 7500 rpm. I hit around 1750 fahrenheit (950 celcius) in that region. I dont know where your sensor is mounted, mine is in the lip of the R-manifold just before the turbo where the gasses of all 5 cylinders come together. EGT probe for logging is in the WG dump tube - not so good for logging. My gauge EGT probe is in the header collector, by #4 runner, since that one tends to run hottest. Logging probe is off by almost 400ºF up top. I just deleted the EGT column, since it is inaccurate. I'll reply to your email questions later. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted January 13, 2014 Author Report Share Posted January 13, 2014 Still not much going on with hardware mods - X1/9 is a ways off from completion. Fabricating LH2.2 harness for the X1/9 Using Saab 514 ECU & 005 MAF (2L application) -has removable chip, so I can burn a revised chip with adjusted values for smaller injectors, etc. of the stroker 1600 I've built Convert drive belt system to serpentine - crank pulley has a '04 Volvo PS pump rim welded to modified X1/9 crank hub, Volvo alternator & tensioner brackets, idler pulleys. So, I did the ECU mod for TunerPro with an Ostrich2.0 (many thanks to TMM9, Simply Volvo, and the others working the Tuner Rejoice thread). install ZIF socket after removing chip ZIF - PLCC adaptor Ostrich2.0 installed inside case - made a USB adaptor to extend socket to outside case - other harness is for the TT COP module connection Worked on the software side today - thanks to Justus for a modified xdf that converts VE map to TT map scaling - so I was able to manually transfer my fuel & ign map values directly into the 608bin. Until I play with MAF scaling, this should get me running. Simply Volvo helped me out over the phone with many of the smaller tweaks Tmm9 provided an xdf that gives access to the fan speed control settings - so I can lower the values for the lower temp t/stat. Log from this evening - have a part throttle rich area that needs fixing Quote Link to comment Share on other sites More sharing options...
Simply Volvo Posted January 13, 2014 Report Share Posted January 13, 2014 Few things I noticed. I would set Minimum Injection time to 0.48. Also Load Threshold Lambda Control. RPM 390 (lower bank) isnt set to the 3.98 RPM 2190 (upper bank) isnt set to 3.98 Other than that everything looks good. Just make sure you did your SAS Disable and Rear O2, but im pretty sure we did that over the phone. Good luck on the first start! Hope it fires up on the first crank. 1 Quote Link to comment Share on other sites More sharing options...
fischmama Posted January 13, 2014 Report Share Posted January 13, 2014 The VE map (from TT) will not work if you don't keep the stock injector constant. TT does not modify the Injector constant, in only modifies the entire VE table at once for injector calibration. At least from my trial and error with TT and the 1700cc injectors. Quote Link to comment Share on other sites More sharing options...
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