706 replies to this topic

[Nev]

I thought there was a speedster running a maptun'd b234 in Europe? Heavy engines though. Hence their strength

  Oh, I didn't know that, I'll go have a look on the interweb... Though the B234 with longer stroke wouldn't rev as well I think, not really suited to fast road/track. The increased weight of a B204 would likely only add circa +5% to a VX220 at a guess, whereas the power output would be +200% (assuming original 2.2 engine making 150 BHP, compared to a safe 450 BHP from the B204).   I had a friend who bought 2 B204 engines for real peanuts (about £150 each) to replace the Redtop engine he mullered. One of those B204s was destined for his mid engine Nova. Not sure if he ever completed that project: http://www.saabscene...eally-cope-with

Edited by Nev, 06 October 2015 - 06:39 PM.

[smiley]

We can blame the Swedes for Ikea

 

Ikea is dutch.

 

[Rosssco]

 

We can blame the Swedes for Ikea

 

Ikea is dutch.

 

 

 

??

 

Says he was a Swedish Nazi..

 

http://www.telegraph...-recruiter.html

 

Cheap Nazi furniture. No wonder I hate the place..

[smiley]

Ikea founders sold up to a dutch investment company.

 

After cashing in, they put their money in the Ikano group:

https://en.wikipedia.org/wiki/Ikano

 

They are a bank now. Seems they have discovered where the real money is to be made.

 

Edited by smiley, 06 October 2015 - 10:04 PM.

[Rosssco]

Ok, but it's a Swedish "brand" so to speak - same as saying Vauxhall is a British company, even though it's a wholly owned subsiduary of GM..

 

Anyway, back to Saab's..

[MartinS]

You lot go off track so fast!

 

Martin S

 

[leevx2.2]

Looking at your exhaust at zandvoort I would say you need a 3" system ;-) lol Matt has a system he might do a deal on ;-)

[MartinS]

Exhaust has been checked and all good and clear. Took two hours to take the thing off (again) and in the end he just stuck a camera all the way through from both ends and its like new in there.

The clanking I had heard seems to be the back box tapping on the new bigger cat which I spoted when taking it off!

So no compression problems, no exhaust problems, next is to fit a simple catch tank to get a better idea of oil blowing thorugh then replace the pcv in case that's not working properly.

 

Martin S

 

[CHILL Gone DUTCH]

And get your wideband welded in the exhaust before you refit it Just remembered you already have the Bung So get a wideband fitted

Edited by CHILL Gone DUTCH, 08 October 2015 - 11:55 AM.

[smiley]

next is to fit a simple catch tank to get a better idea of oil blowing thorugh

 

 

A simple hose and coke bottle in the passenger seat should give you an idea.

 

[fezzasus]

 

next is to fit a simple catch tank to get a better idea of oil blowing thorugh

 

 

A simple hose and coke bottle in the passenger seat should give you an idea.

 

 

 

A lot of oil will stay as vapour. To give you an idea of how much is lost, the rigs we use to test oil degradation pass the vapour through a water condenser at 5 C and we still see significant oil collecting past this point

[CHILL Gone DUTCH]

Exhaust has been checked and all good and clear. Took two hours to take the thing off (again) and in the end he just stuck a camera all the way through from both ends and its like new in there.
The clanking I had heard seems to be the back box tapping on the new bigger cat which I spoted when taking it off!
So no compression problems, no exhaust problems, next is to fit a simple catch tank to get a better idea of oil blowing thorugh then replace the pcv in case that's not working properly.
 
Martin S
 

The pcv valve is here between the two middle ports of the manifold



It simply pops out of the round bit

[CHILL Gone DUTCH]

I think this video shows a pcv ststem working well Not my car the black one Shows the pcv on low load dumping all the crank pressure In the form of black smoke Before getting back on WOT

[ArticMonkey]

From Peter yesterday: Hi Stuart, There is indeed a system which pulls the ignition when inlet temps are rising above 60C. Because I have never seen problems with engines where I did disable this system, I lately disable this it for engines with stronger internals. In your calibration this system is still active, if you like I can disable it for you, this probably will help maintaining power. But when inlet temps rise, the amount of oxygen going into the engine will drop which will give less power, so you will always lose power with higher inlet temps. The best solutions to this is keeping boost temperatures low, but this is not very easy on a Harrop setup. High boost temps will also increase boost pressure and high boost will indeed give more blow by. The blow by can only leave the carter through the carter ventilation system and when this is too small, it will find other ways to leave the engine like pushing out the dip stick. High carter pressures is not what you want, this can have a big influence on the way the oil rings in the pistons work and can therefore give very high oil consumption, but worse the oil gets mixed with the fuel mixtures which will lower the detonation point of the fuel. The ECU will detect detonation and retard the ignition to keep your engine alive, this of course also will give less power. All in all in the end it can be sensible to install a bigger pulley you have more power in the long run. Also increasing the carter ventilation diameter could help a lot, a dip stick blowing out the engine is not a good sign. If you want me to disable the IAT ignition retard, send me your latest calibration and I will modify it for you. Kind regards, Peter

[Matthew Bentley Racing Ltd]

That IAT correction table is there for safety. IMO you don't want to be running into det all the time and asking the ECU to pick it up and deal with it, in that senario you are sorting the problem after it has happened. The correction table (if set correctly) should prevent it from happening. 

 

These correction tables are the ones I asked Peter if I could see so that I could map the cars with dutch software correctly. 

[CHILL Gone DUTCH]

That IAT correction table is there for safety. IMO you don't want to be running into det all the time and asking the ECU to pick it up and deal with it, in that senario you are sorting the problem after it has happened. The correction table (if set correctly) should prevent it from happening.    These correction tables are the ones I asked Peter if I could see so that I could map the cars with dutch software correctly. 

You will love the new pro version matt As all safety systems will be able to be disabled Should be available early next year or possibly late this year

Edited by CHILL Gone DUTCH, 09 October 2015 - 09:15 AM.

[Matthew Bentley Racing Ltd]

Time will tell........

[Exmantaa]

That IAT correction table is there for safety. IMO you don't want to be running into det all the time and asking the ECU to pick it up and deal with it, in that senario you are sorting the problem after it has happened. The correction table (if set correctly) should prevent it from happening. 

 

These correction tables are the ones I asked Peter if I could see so that I could map the cars with dutch software correctly. 

 

 

I'm with you on this. Ignition can be mapped perfectly safe for the higher SC IAT temperatures, but then you need control over this table and completely disabling it can get you into trouble once your chargecooler pump fails and the IAT's skyrocket...

 

I prefer a more open ("Pro...") OBD version, but this puts the safety of your engine completely in your own hands!! Something Peter tried really hard to minimize with his software tool by not giving you full command over the ecu functions and putting all these pre-set options in the software.

(I'm still on LSJ ecu + HPTuners; lots and lots of tables to mess up my engine.  ) 

[Exmantaa]

 

That IAT correction table is there for safety. IMO you don't want to be running into det all the time and asking the ECU to pick it up and deal with it, in that senario you are sorting the problem after it has happened. The correction table (if set correctly) should prevent it from happening. 

 

These correction tables are the ones I asked Peter if I could see so that I could map the cars with dutch software correctly. 

 

 

I'm with you on this. Ignition can be mapped perfectly safe for the higher SC IAT temperatures, but then you need control over this table and completely disabling it can get you into trouble once your chargecooler pump fails and the IAT's skyrocket...

(And you can also misuse this table for a failsafe function by tricking it when your water/meth injection runs out.  )

 

I prefer a more open ("Pro...") OBD version, but this puts the safety of your engine completely in your own hands!! Something Peter tried really hard to minimize with his software tool by not giving you full command over the ecu functions and putting all these pre-set options in the software.

(I'm still on LSJ ecu + HPTuners; lots and lots of tables to mess up my engine.  ) 

 

@Martin; really strange one your engine, but at least all seems mechanical OK. As Vocky said you can disable the PCV valve function completely by blocking the channel inside the valve cover. (And then I would simply run an open hose from the valve cover hose to a catch device.)  

Much easier to try out then dismantling the whole intake side...   

 

[MartinS]

Unsure what my inlet temps were I'm afraid, but something is stopping my engine hard at 7000, so even if I have a weird mix of oil and fuel going (people who followed me said my car really smelt fuelly)of fuel and oil) it wouldnt be that hard a stop, so think mine must be ignition related as it behaves like a rev limiter.

 

Martin S

(Am right out of my depth in these conversations now!!!)