4396 replies to this topic

[smiley]

Where is the report button?

 

Press Alt + F4 for that one.

 

Edited by smiley, 06 April 2015 - 12:32 PM.

[FLD]

This is basically racism Where is the report button?

 

It's the red button with the cross in it; top right of your screen. 

 

Lotus bouy!  

[TFD]

Interested in how 8" works with obd-tuner and windows.

Was looking for an Android tablet to run Torque Pro in the VX(thanx for pointing out)  instead of running classic gauges. Running obd at the same time would be great.

[CHILL Gone DUTCH]

I wouldent like to go any smaller But spot on

[CHILL Gone DUTCH]

Just posting this here for my project thread
Copied from other thread

I'm going to make a statement on this subject which might suprise some,

HArrop is not worth having
I've been able to do some good testing with help from dutch software

Here is power graph from M62 and 2.5 tullet exhaust



This is what happened when I put the Harrop and 3" exhaust



And the car felt alive at this point I was very happy with the Harrop and exhaust but after doing some logging etc etc I had a feeling that the car was running lean especially at the top end of Rev range
Do I swapped out the walbro 255 pump and put in 455 pump,
And did some girl learning etc etc

And this happened



Nearly 30 HP down and the car was not alive and keen as it was before

So I think I was right that the car was running lean

Anyway this is where the car is and nothing I've tried keeping the fuel fuel ratios WOT fuel ratio at 11.8

Both M62 and Harrop are running 3.1 pulleys
And everything other than what I've mentioned are the same

I'm that disappointed with it I'm tempted to try the M62 with the 3" exhaust for comparison reasons

Yes I could change the fuel ratio to bring some of the power back but don't won't to risk the engine

!!!!!!!!!!!

[fezzasus]

You need to separate the comparison into two section:

 

1. Under 5000 rpm

 

Here it looks like the graph of the harrop has a greater gradient, meaning the power increases at a greater rate with RPM. This will go back to the comment that it feels like it's pulling more at low RPM, torque measurements of Harrop cars vs. Eaton M62 would agree with that.

 

2. Above 5000 rpm.

 

Both graphs seem to have issues above 5000 rpm, most noticeably on the Harrop. I would say if these issues were eliminated you would be capable of much power (drawing a line following the gradient, you would get close to 400 bhp.

 

Now, it's a case of identifying the issue. This breaks down into two factors; fuel and air. Since you have started addressing the fuel one, let's focus on that. What duty cycle are the injectors at? Can you use that to calculate if your fuel pump is providing enough fuel - are the fuel pipe diameters wide enough for that rate of fuel flow?

 

Next step is airflow. Exhaust should be fine, assume biggest issue is inlet. I assume you're running a TMAP? In that case I would say the inlet manifold is not too restrictive (69 deg. C not bad), what about the air filter? Other cars have managed more than 300 bhp with the same manifold. What crankcase ventilation did you end up using? Could you be pumping a lot of crankcase gasses back into the inlet (effectively hot, dead air)

Edited by fezzasus, 10 April 2015 - 09:05 PM.

[CHILL Gone DUTCH]

Hi Tom I have come up with a few things which could be the issue ( mechanically ) which I will check 1. Boost leak 2. Belt slip ( possible due to shop only having a 1290 when I think a 1280 would be more suitable 3. Reached the capacity of efficient power from inlet manifold 4. Air filter which is due to be changed ( currently have a old Apex ) 5. Something else

[fezzasus]

Is it a real Apexi? I know I bought a fake from ebay

 

also, dibs

[CHILL Gone DUTCH]

I came from a reputable retailer so hope so But it's past its best

[CHILL Gone DUTCH]

While messing with car today
Thought I would look at the filter on the Pcv system is working well



Clean as a whistle with a small puddle of oil in the catch tank so this seems to be working well

Ordered a smaller belt
Will try that first before doing anything rash like taking Harrop off
Which means parcel shelf seat out to get to the bolts

[smiley]

Here's a run from a harrop on a 2.0

It get's cut off to soon by the dyno guy, so at 7600 it should do around 320/330 (same as you)
He's also running  a safe pully (80mm)

 

Just look at how smooth the powerline should go.

Something does not go a 100% in the high rpm on your's.

 

Edited by smiley, 11 April 2015 - 01:54 PM.

[techieboy]

Just look at how smooth the powerline should go.

 

But remember the smoothness of the line will depend on how much data smoothing the dyno software applies.

[CHILL Gone DUTCH]

Don't forget mine is on the road smiley so might get a occasional hiccup I'm thinking my filter is to small going to buy a big one capable of 400 hp Also going to change belt ( 1280 ) to see if there was a bit of slip up at high rpm

[CHILL Gone DUTCH]

The interesting bit is at 4000 rpm mine is pulling a bit harder ( dependant on how accurate my power measurement is ) but dies off above 5000

[CHILL Gone DUTCH]

You need to separate the comparison into two section:

 

1. Under 5000 rpm

 

Here it looks like the graph of the harrop has a greater gradient, meaning the power increases at a greater rate with RPM. This will go back to the comment that it feels like it's pulling more at low RPM, torque measurements of Harrop cars vs. Eaton M62 would agree with that.

 

2. Above 5000 rpm.

 

Both graphs seem to have issues above 5000 rpm, most noticeably on the Harrop. I would say if these issues were eliminated you would be capable of much power (drawing a line following the gradient, you would get close to 400 bhp.

 

Now, it's a case of identifying the issue. This breaks down into two factors; fuel and air. Since you have started addressing the fuel one, let's focus on that. What duty cycle are the injectors at? Can you use that to calculate if your fuel pump is providing enough fuel - are the fuel pipe diameters wide enough for that rate of fuel flow?

 

Next step is airflow. Exhaust should be fine, assume biggest issue is inlet. I assume you're running a TMAP? In that case I would say the inlet manifold is not too restrictive (69 deg. C not bad), what about the air filter? Other cars have managed more than 300 bhp with the same manifold. What crankcase ventilation did you end up using? Could you be pumping a lot of crankcase gasses back into the inlet (effectively hot, dead air)

 

This what i ended up doing with the pcv system,

 

 

dont think this is problem but i could just put it back to oem to prove this,

 

 

its how its been since putting the harrop on 

[fezzasus]

No, I don't think that's the issue either. I think going for the low cost, easy wins like air filter and belt are a good starting point. to reiterate, I don't think you've met the limitation of the manifold, as others are getting higher power.

[NickB787]

not certain why your down on power there,,,,, I was reading your post about the filter worth a try to start with, we need to get together and try to get them sorted. I have ported my head but don't know about others.

Edited by NickB777, 11 April 2015 - 07:00 PM.

[CHILL Gone DUTCH]

Yes we do nick Will see how things go after I change the filter and belt And take it from there Hopefully before next weekend Nick do you no the exact external diameter of the flange so I can order my filter Still waiting for mine to come from joe,🎣🎣

[oakmere]

Chill Make sure you use the correct 76mm pipe to connect the filter to the TB not the 70mm CS supply, every little helps.

[CHILL Gone DUTCH]

Chill Make sure you use the correct 76mm pipe to connect the filter to the TB not the 70mm CS supply, every little helps.

Yes will do Not planning on having any restriction before charger