haz@nocturnal_development wrote:sorry bout ma lack of part numbers but i've tried that many i keep forgettin. think they were 740 injectors, light green ones i think. yeah the output transistor needed replacin.
Hm... I have not seen that happen before... Maybe the light green injectors are 2.2 ohm ones. I have also lost track of part numbers. But 804 injectors from a 940T / or 760 are known to work ok.
haz@nocturnal_development wrote:
my bypass pipe aint t-ed, i have a Y pipe on the inlet with 2 afm's, one with a restritor in it
surely you want the mix to get richer at higher flow as thats when its on boost, besides the afm only reads from 0-5 volts and you forget that i only worry bout 'on boost' settings.
Y pipes are going to be better. I'm still not sure what is going to happen though I haven't tested that sort of setup.
The AFM reads 0-5 volts, but what I do changes the amount of air needed to output the full scale. It's adjustable to match the injectors, so no changes to the fuel ecu are needed at all. The fuel ECU will deal with making the mixture richer as the flow goes up, since it does this as standard. The EZK can also chip in and tell the ECU to add more fuel as well.
haz@nocturnal_development wrote:
i tested the fuel pressure with a gauge t-ed into the fuel feed line, pre rail and at idle. i do have a few rails but they are all from the other volvo turbo engines i have, hopefully tho your right cos more pressue would help atm, i'll check the other regulators i have.
If the vaccum pipe to the regulator from the manifold was disconnected, then the pressure should be 3.5 bar. At idle with the regulator connected to vaccum, the pressure will be 2.5 to 3 bar depending on what the actual manifold vaccum is. I have seen 480 turbo engines with ES regulators fitted before, there is no easy way to tell them apart except the part number.
haz@nocturnal_development wrote:
are you hopin for 380bhp+ on the std cam?? are you hopin to run 45psi on a t25?? do you not think the charge temps will get silly high or is it just a dynoqueen that your buildin ??
It's not the standard cam. I don't have much in the way of details, but it's a regrind of some sort. It is higher lift (that is easy to measure, at least) the rest who knows. Though it gave 200 bhp on the dyno, where the standard cam with the same settings gave 170. Torque peak was a little higher up the rpm range, and that's where the extra power comes from.
The turbo is a T3 with a compressor built for high pressure / low flow. Plus I have the supercharger as well. It's possible to have the turbo blow into the supercharger at say 35 psi, the superchrger would then raise the boost by another 14 psi to get to 45 psi without generating too much heat. Plus I have interstage cooling between the turbo and supecharger.
The whole idea of having the supercharger and turbo was also to make the car a pleasure to drive on the road, since the turbo won't do much of anything untill 4k rpm on it's own. With the supercharger adding to the exhaust gas flow, it should be starting at 2k rpm instead.
haz@nocturnal_development wrote:
you also mention that you've ran many cars at 28psi+, how many cars are still like this and how long have they been goin at this setting? just wonderin how you get round the det issue that i, and a few others, have at 25psi.
What sort of MAP sensor are you using? What has been done to the timing map? As far as I remember you have disabled most of the ECU features so it falls back to the full load map, and ignores most sensors, so you should be able to tweak it to work. If you aren't interested in part throttle response, then cutting the wire that feeds the load signal from the fuel ECU to the EZK will retard the timing further.
Without having any VE figures for the cam you are using, then I can't start to guess at what sort of peak pressure there is in the cylinder. Without knowing that it's pure guesswork unfortunatly. I ran into thermal overloading of the pistons before det set in.
The advantage of the combustion chamber in piston is that the turbulance created gives a fast burn, that reduces the det problems. But it's also a problem because much more heat goes into the piston. Unlike the head the piston isn't water cooled. I'm fairly sure that the timing could be adjusted to sort out your det problems, but meltdown of the edge of the piston won't be far off.
haz@nocturnal_development wrote:
the saab injectors are poor at idle but have been great so far, they are gettin binned for some 440cc ones tho, and i thought they may be too big, injector info never seems to be as acurate as testin them.
I agree injectors seem to be quirky to say the least. I guess that is why there are so many different spray paterns. Some work better than others in a particular engine.
haz@nocturnal_development wrote:
also rich, i'm interested in the difference between yours and overboosts timin ecu mod, and also wondered if the fuel ecu mod is more than a change of resistors.
The timing ECU mod keeps all the sensors, and for the 3 bar map sensor version, the overboost ignition cut too. I don't know what yours does exactly so I can't compare.
I have not needed to change the fuel ECU so far at all. Only the MAF, so far it has done everything that I have wanted. It surprised me that with my huge injectors it gives a stable AFR at idle in open loop. I was sort of expecting the idle to be worse than that.
Hope that is of some interest anyhow.
Richard
) Hope it's all going well by the way, Richard!
