Jump to content



  2. → Viewing Profile: Posts: xFactor

xFactor

Member Since 07 Dec 2006
Offline Last Active Jun 07 2015 08:23 PM
-----

Posts I've Made

In Topic: Renderings Of Ew Plenum

01 June 2013 - 11:04 PM

This bolts on top of the lower runner assembly, right?

 

Depending on how nerdy you are, get yourself the trial of SolidWorks, and 3d print that s.o.b. out.  Heat shouldn't be a problem there.

 

I would estimate your material cost in aluminum to be almost $175, and then the machining and welding your design requires... So 3d might be a viable alternative.

 

  You can use Rivnuts or Heli-coils for all your fastener points.  As a bonus you can do the right thing and print out trumpets that extend off the rounded plenum walls- no corners.

 

Btw, I had thoughts of doing this before the itb project...

 

Matt


In Topic: Hong Norr Ew Itb Project

01 June 2013 - 08:53 PM

923010_663441180338449_303072071_n_zps28

 

Daytona was awesome!

 

I knew before we got there that we would hit the aero wall, I just didn't know at what rpm.  When our first driver went out and reported that he was turning 4k rpm's on the pace lap, I got a little worried.  As it turned out, we didn't run out of steam until 6k in 5th gear, and while not as fast as most of the bmw's, it would put shame to the miatas out there.

 

We were doing driver changes every hour and fifteen, and using around 7 gallons of the 110oct fuel.  That was a lot more than the old set-up, and after about 6 hours of running smooth, (which has also never happened) we realized we were going to run out of fuel 2 hours short of the 14 hours.  No one was running anything but 93, so I sent one of the guys out for gas.  I was going to start cutting our remaining 35 gallons of 110oct  4:1 with the 93oct.

 

Until I saw the car come in tucking the driver front tire.  Turns out we snapped the friggin' torsion bar!

 

IMG959082_zps31dc0bce.jpg

 

IMG959529_zpsd04577ee.jpg

 

After about an hour and a half of ways to salvage the suspension, I resorted to locking it down.

969870_663736680308899_2132790567_n_zps0

 

Anyone know the spring rate of a 27mm impact socket?

 

It drove ok, the banking being the easy part, but it had no traction through third gear on the flats.  It just spun the crap out of the passenger tire because of the torson diff, and didn't want to turn right on the road course.

 

We finished 56th out of 123.

 

 970690_665211916828042_2131248510_n_zps9

 

The itb's worked great.  At full load our afr's were hanging out right at high 13's and low 14's, which I feel is acceptable for the fuel we were using.  I only got hints of reversion through the "Bus Stop", where I was part throttle, but still under de-cel.  The ghetto afc also performed pretty solid. All in all, I was very happy with how it all worked.  

 

Good times,

Matt


In Topic: Hong Norr Ew Itb Project

16 May 2013 - 05:41 PM

2013051495202021_zpsa5970bb2.jpg

 

 

 

Anyone else making this kind of power from an ew?


In Topic: Hong Norr Ew Itb Project

16 May 2013 - 12:51 AM

After the whole dyno awesomeness, I worked on the ghetto afc. 

 

Here is a pic of the idle position switch:

 

0514132240_zpsba85f7ef.jpg

 

At idle the switch is engaged, and it bypasses the map 5v supply through a resistor knocking it down a volt.

 

0514132242_zpsc8445790.jpg

 

 

The original Natty Six-Pack has been swapped for the fpr clearance duct / ram air(?) itb inlet.

 

downsize_zps783533cd.jpg

 

downsize_zpsedf4cde1.jpg

 

 

later, matt


In Topic: Hong Norr Ew Itb Project

15 May 2013 - 12:57 AM

So to make a short story long,

 

We got the new pm3 pistons and sent them to the machine shop to press the wrist pins out, grind a little exhaust valve relief on the new pistons, and press them back into our rods.  What happened is we got valve reliefs on the old pistons.  They didn't notice the cracked ringland and didn't want to guestimate the valve cuts on the new pistons...

 

I've never done this before so I did the right thing.  I called someone smarter than me and got a lesson.

 

First I marked where I needed to be on my rigging so I don't press the new wrist pin in too far, and after way more pumps on the jack that I thought would be necessary, the old wrist pin kapowed out.

 

I then took a propane torch to the rod end, and watched it eventually turn blue, and then a medium gray, and got ready to press the new pin and newly dremeled piston through the rod.  But it went wrong and I didn't have the rod supported right.  The wrist pin went in crooked a tiny bit and the rod clamped down on it.  I wound up pressing it out and wasting the new piston and pin.  Luckily I had three more in back up.  I threw a new wrist pin in the freezer this time as I ground the exhaust relief on another piston.  I then set up a timer and torched the rod for four minutes and was more careful as I lined everything back up.

 

This time the pin almost fell halfway through by itself.  I quickly pressed it to my previous marks and was done.

 

We got the engine reassembled without manifolds and did a compression test, and got just over 200 across the board.  It was 1:30 at night when we fired it up.  It sounded a bit off, number 1 exhaust was cold, so we went home.

 

I came back and took the itb's apart.  I tweaked on the spacing and re-adjusted the throttle plates with the old daylight method, and we were ready for dyno.

 

Tonight was dyno.  Freshly loaded with 110, we rolled a baseline of 133hp and 115tq at 21deg initial, 31deg advance timing on the local Mustang Dyno..  This time we pulled timing, and found more throughout the curve.  Encouraged by this we continued to pull timing all the way to 11 initial 21 advanced making our original 137hp and now 122tq  vs. 118tq last time.  At 9 initial and 19 advanced it finally dropped off and we went back to 11/21 and repeated the results.  All the while the new wideband was showing 12's, and the plugs look great, no pepper, and the fact they were all there...

 

Then we went for cam timing.  We were zeroed out at 4.5deg advanced on the cam sprocket.  I retarded it to 3degA an dthe output jumped to 140hp 124tq.  Yeah I think we were on to something.  Pulled another degree out to 2degA, reset the timing 11/21 and laid down...

 

142hp and 125tq. 

 

I will post more later,

 

Matt


  1. Red Pepper Racing
  2. → Viewing Profile: Posts: xFactor
  3. Board rules