Re: 1965 Mk1 road/rally Bitsa
Posted: Sat Aug 19, 2017 1:07 am
more dyno time today, and last friday as well!
on the session last week we realised i'd set the cam sensor angle wrong, i was sure i'd followed the manual but hey ho, the software displays a figure (i hadnt seen it before) and suffice to say mine was double that..
We also reduced the number of injector drivers down to two, and tested swinging the injection angle around to equalise the afr's between inner and outer cylinders, it didnt work.
After prolonged calls to DTA it was agreed my lambda positioning was incorrect and even though swinging this timing could be felt and heard to be working, without the dual lambdas working properly we were pissing around in the dark and wasting time.
The fuel map was given a quick going over in the midrange so it was safe for the 8 hour plus Mitp trip.
Fast forward to today. Since coming back from Mitp on monday I'd removed the exhaust system, added new lambda bosses to both outer branches of the lcb, wrapped a good chunk of the lcb, painted it with heat reflective paint, wrapped the central section of the exhaust with a special foil blanket (to help stop me cooking inside the car) and got it all refitted, and did some work on the Mk1 8 port as well.
First up was to swing this injection timing angle around to see if it does equalise the afr's - yes it did
and more importantly you could see it on the gauge this time! Next we opened the injection angle map up to work through the various rev and load sites and input some figures.
Thats where we came unstuck, theres a bug in the dta software that stops you from live mapping on this particular map, normally on fuel, ign, boost control, any other map, you swing the values using the dyno control knobs to get what you want and press enter to save the value to that particular cell, then move onto another load/throttle position and do it again and again. Bad for me it doesnt work and wont be fixed till the next software update.
The only other way is to work through each cell, write down the figures then manually input them, but this is slow and dyno time is already hard on a car so i said we'd wait. As an interim fix we used a fixed angle thats 'there or there abouts' and gives good equalization most of the time.
Finally a quick check on the injector dead time value (Yep! another one where the manufacturers value I'd put it didnt agree with that calculated by the software
) meant the main fuel map needed running through again and checking / adjusting as required. so that was us done.
figure wise, virtually the same as last time, 117.7bhp, torque was up to 112 this time with increases across most of the rev range and a big chunk around up top, it also pulled from lower down as well. The peak power comes in around 500rpm lower than before and also pretty much flatlines to the rev limiter.
So thats it for a while bar some minor slow rev/load remapping and minor tweeks which i'll do with road tuning.
eta
quick video:
https://www.youtube.com/watch?v=XNEbuT8ZPTo
on the session last week we realised i'd set the cam sensor angle wrong, i was sure i'd followed the manual but hey ho, the software displays a figure (i hadnt seen it before) and suffice to say mine was double that..
We also reduced the number of injector drivers down to two, and tested swinging the injection angle around to equalise the afr's between inner and outer cylinders, it didnt work.
After prolonged calls to DTA it was agreed my lambda positioning was incorrect and even though swinging this timing could be felt and heard to be working, without the dual lambdas working properly we were pissing around in the dark and wasting time.
The fuel map was given a quick going over in the midrange so it was safe for the 8 hour plus Mitp trip.
Fast forward to today. Since coming back from Mitp on monday I'd removed the exhaust system, added new lambda bosses to both outer branches of the lcb, wrapped a good chunk of the lcb, painted it with heat reflective paint, wrapped the central section of the exhaust with a special foil blanket (to help stop me cooking inside the car) and got it all refitted, and did some work on the Mk1 8 port as well.
First up was to swing this injection timing angle around to see if it does equalise the afr's - yes it did
and more importantly you could see it on the gauge this time! Next we opened the injection angle map up to work through the various rev and load sites and input some figures.Thats where we came unstuck, theres a bug in the dta software that stops you from live mapping on this particular map, normally on fuel, ign, boost control, any other map, you swing the values using the dyno control knobs to get what you want and press enter to save the value to that particular cell, then move onto another load/throttle position and do it again and again. Bad for me it doesnt work and wont be fixed till the next software update.
The only other way is to work through each cell, write down the figures then manually input them, but this is slow and dyno time is already hard on a car so i said we'd wait. As an interim fix we used a fixed angle thats 'there or there abouts' and gives good equalization most of the time.
Finally a quick check on the injector dead time value (Yep! another one where the manufacturers value I'd put it didnt agree with that calculated by the software
) meant the main fuel map needed running through again and checking / adjusting as required. so that was us done.figure wise, virtually the same as last time, 117.7bhp, torque was up to 112 this time with increases across most of the rev range and a big chunk around up top, it also pulled from lower down as well. The peak power comes in around 500rpm lower than before and also pretty much flatlines to the rev limiter.
So thats it for a while bar some minor slow rev/load remapping and minor tweeks which i'll do with road tuning.
eta
quick video:
https://www.youtube.com/watch?v=XNEbuT8ZPTo
