It's coming home...
Discussion
iaint said:
Drive home was fun. Not.
Torrential rain and loony drivers on the M25. No aircon at the mo so kept steaming up. Even in low boost setting it was being an evil biatch and kept trying to kill me. Nice to have it back
No dry weather yet and the new clutch is a) very heavy b) on/off - the bite point is covered by about 5mm of peddle travel! Clutch upgrade, 5.1 fluid (shared with the breaking system) and braided clutch line makes everything feel nice and tight. Feels like a new 'box too, not sure why that should be!
Need a dry day to start getting comfy with it again before I can relax behind the wheel. Will take a photo of the dyno sheet tonight (haven't even looked at it myself yet!).
I
and some piccies of the car sir
_Batty_ said:
looks very nice...
how good is the airflow to your filters?
What's not in the pic is the cover that sits on top of the rad stopping air going over it. Ideally I'll add side plates, at least one to the RHS of the setup to force more through the rad. I may leave the left open to allow mostly unmolestedd air into the intakes.
An alternative is to remove teh driving lights and duct air from there... That would also allow me to mount a towing eye for track usage from that point.
As it is, even on the dyno the setup was bringing charge temps right down - pretty close to ambient! I'll do some on road logging once I get a dry day and also see what it does on track on the 11th.
That's at the wheels folks.
Peak power nice and early at 0.9 bar boost. Running the twins in non-sequential means they don;t pick-up as nicely as a medium single would but it's very driveable. I can keep in the fat part of the torque curve for track use and it shouldn't trail away as the boost wasn't holding on the dyno...
>> Edited by iaint on Monday 27th March 21:45
MrFlibbles said:
I must admit, I dont fully understand RR readouts
Simple really
The solid line (the one that starts higher) is torque and is measured against the left hand scale.
Tho other, dotted, line (that finishes higher) is power, measured against the righ hand scale.
The bottom scale is RPM.
Useful for deciding where/how to get most from the torque available - i.e. where to change gear/what band to keep revs in for maximum go.
Edit: I should be able to get pretty decen accleration from about 4500/4600 rpm and change gear round 7500 - no need to red line (8200rpm) unlike the previous map to get the most out of it.
>> Edited by iaint on Tuesday 28th March 10:35
>> Edited by iaint on Tuesday 28th March 10:38
tuttle said:
That is one mutha fmic ! iaint said:
I should be able to get pretty decen accleration from about 4500/4600 rpm and change gear round 7500 - no need to red line (8200rpm) unlike the previous map to get the most out of it.
Nice 'organic' curves on the graph,imo
Thanks. the intercooler is a Brise custom jobbie and is a decent depth as well. At least 4 times the cooling surface of the standard and actually gets some air in that position.
When it goes proper single (rather than re-plumbed twins) the torque curve should be similar but will not go convex between 2700 and 4700 rpm
Okay... so a brief note of the car now I've had a play in the dry.
First time I floored it in 1st I nearly pooped myself, Petra let out a squeal of fear (nothing like the VBH orgasmic power squeak). That was in low-boost setting. The e-boost has three settings and it defaults to #1 - low boost. #3 is high-boost.
2nd gear, completely dry, high-grip tarmac = wheel spin to 80mph.
I'm starting to get the hang of the new 'extreme' clutch, as it beds in the bite point is getting friendlier although the peddle pressure is not traffic friendly.
Checking the boost stability - spot on. 1.1 bar in high boost on a pull through 3rd gear. The dyno power run was peaked at 0.9bar and, as expected the boost holds out on th road rather then dropping off as it did on the dyno. Real power is somewhere over 310rwhp at least.
The air temps are nice and low - 25-35C under load which is awesome. Again better temps than acieved on the dyno. Water temps rock steady at 89-90 under load and in traffic.
Only thing that needs sorting is the seat - had a recaro runner installed and there's about 1" movement in the system under breaking which is very off putting! Not the set-frame or frame-floor bolts so must be the actual mechanism.
Track day on the 11th @ Brands and the Valley hoon on the 22nd... top banana!
First time I floored it in 1st I nearly pooped myself, Petra let out a squeal of fear (nothing like the VBH orgasmic power squeak). That was in low-boost setting. The e-boost has three settings and it defaults to #1 - low boost. #3 is high-boost.
2nd gear, completely dry, high-grip tarmac = wheel spin to 80mph.
I'm starting to get the hang of the new 'extreme' clutch, as it beds in the bite point is getting friendlier although the peddle pressure is not traffic friendly.
Checking the boost stability - spot on. 1.1 bar in high boost on a pull through 3rd gear. The dyno power run was peaked at 0.9bar and, as expected the boost holds out on th road rather then dropping off as it did on the dyno. Real power is somewhere over 310rwhp at least.
The air temps are nice and low - 25-35C under load which is awesome. Again better temps than acieved on the dyno. Water temps rock steady at 89-90 under load and in traffic.
Only thing that needs sorting is the seat - had a recaro runner installed and there's about 1" movement in the system under breaking which is very off putting! Not the set-frame or frame-floor bolts so must be the actual mechanism.
Track day on the 11th @ Brands and the Valley hoon on the 22nd... top banana!
MrFlibbles said:
Its a hoon man! A hoon!
defn to hoon: Spirited driving, making progress when conditions allow. Exploiting the available performance in a safe and controlled manner
and you making lots of noise
Alfa's beening serviced today and having a few items addressed so shes fighting fit
Gassing Station | Japanese Chat | Top of Page | What's New | My Stuff