Rolling Road with diagnositcs
Discussion
So - the car is running, all be it not too smoothly. So I'd like to entrust it to a rolling road specialist so they can do the tuning/fettling (I'm going to trailer the car to wherever it needs to go - because of the state of tune).
So what experience have you SBC had in the south east with rolling road tuners? Ideally I'd like someone who's familiar with Motec ECU's (I'll enquire with them on Monday)....
THANKS
So what experience have you SBC had in the south east with rolling road tuners? Ideally I'd like someone who's familiar with Motec ECU's (I'll enquire with them on Monday)....
THANKS
Nabbott said:
So - the car is running, all be it not too smoothly. So I'd like to entrust it to a rolling road specialist so they can do the tuning/fettling (I'm going to trailer the car to wherever it needs to go - because of the state of tune).
So what experience have you SBC had in the south east with rolling road tuners? Ideally I'd like someone who's familiar with Motec ECU's (I'll enquire with them on Monday)....
THANKS
Here, don't go unless you are prepared for the truth!!So what experience have you SBC had in the south east with rolling road tuners? Ideally I'd like someone who's familiar with Motec ECU's (I'll enquire with them on Monday)....
THANKS
In fairness I don't know their experience with Motec, they are however very experienced tuners.
http://www.tracknroad.com/
ETS don't expect an early bath either, I've been there past 1 in the morning!
Edited by F.C. on Saturday 7th June 18:59
Which 'truth' should I be worried about? I'm not concerned with the power figure - I'm more interested in getting the car running and performing smoothly, which it isn't at the moment (suspect a combination of timing, fueling and ECU Inputs are all contributing factors - i've just added MAP sensors and have NO IDEA whether the ECU is using the input or not, as an example.....)
These boys look like the kind of outfit I had in mind though and they'll almost certainly have had experience of my ECU - thanks!
These boys look like the kind of outfit I had in mind though and they'll almost certainly have had experience of my ECU - thanks!
The pictures on their web site were probably taken 'post spring clean'. Not the most inspiring premises hidden behind a transport cafe and a dodgy car sales lot but they do seem to know their job.
They also have an engine dyno which is delightfully 'Heath-Robinson' but again does the job.
Steve
They also have an engine dyno which is delightfully 'Heath-Robinson' but again does the job.
Steve
Grounds, Fuel pressure and sync on the throttle bodies. All of this you can do yourself and it needs to be right before you take it to the tuner. They can do it but the money clock is running. Remember your injectors are meant to flow at a certain pressure which sets the optimal spray pattern. Your motec will data log that and many other things for you and the more you get right up front the better. Another thing to look at is that the linkage on the Kinsler is perfectly in parallel with each other. I like to have the linkage at 90 Degrees at half travel. Also check your Throttle position switch both physically to see that the pedal moves the blades from full closed to full open with mechanical stops on both ends. At the same time ensure that that the Motec is reading both 0 and 100% at the stops. Get this out of whack and things don't go well. One last thing if you have the older mechanical TPS on the Kinsler as mine came with, I would highly recommend changing it to the light source type available from Kinsler. In street app the mechanical switch spends way to much time at 4 to 8 % and it wears out and the thing gets wonkers. Since you are going to spend some time and money on a professional tune start with the best TPS. i KNOW! ITS ALWAYS EASIER TO SPEND SOMEONE ELSES MONEY> Lee
macgtech said:
That's interesting! Are they local to you then?ROWDYRENAULT said:
Grounds, Fuel pressure and sync on the throttle bodies. All of this you can do yourself and it needs to be right before you take it to the tuner. They can do it but the money clock is running. Remember your injectors are meant to flow at a certain pressure which sets the optimal spray pattern. Your motec will data log that and many other things for you and the more you get right up front the better. Another thing to look at is that the linkage on the Kinsler is perfectly in parallel with each other. I like to have the linkage at 90 Degrees at half travel. Also check your Throttle position switch both physically to see that the pedal moves the blades from full closed to full open with mechanical stops on both ends. At the same time ensure that that the Motec is reading both 0 and 100% at the stops. Get this out of whack and things don't go well. One last thing if you have the older mechanical TPS on the Kinsler as mine came with, I would highly recommend changing it to the light source type available from Kinsler. In street app the mechanical switch spends way to much time at 4 to 8 % and it wears out and the thing gets wonkers. Since you are going to spend some time and money on a professional tune start with the best TPS. i KNOW! ITS ALWAYS EASIER TO SPEND SOMEONE ELSES MONEY> Lee
That always assumes I can find an old PC in time to connect to the flippin thing but agree that the more I can see/fix before I turn up the better /cheaper!! So grounds are all good, and the linkage is also good. Fuel pressure is supposed to be 4 bar (according to the guy who set it up originally) but I'm not seeing this on the analogue gauge i've fitted to the fuel rail and the FP Regulator is variable but 'locked' off in its current position. I have the old style TPS and am going to stick with it for the time being..... I agree with your prognosis BUT my spend with Kinsler thus far is already eye watering. Once I sort out the 'tune' and connection to the ECU from an old PC I can retrofit a newer type TPSPaul at Wortec does HP Tuning - Autobionics use him alot.
However he tunes up the old fashion way - from the cockpit plugged in with you driving. My tune is bang on until at least 175
though as proved he only needs third and brisk acceleration to tune!
The LS7 engine AFR is now definitely well within tolerance and all through the rev range and the lambda was at virtually one. This after a year's worth of serious thrashing.
However he tunes up the old fashion way - from the cockpit plugged in with you driving. My tune is bang on until at least 175
though as proved he only needs third and brisk acceleration to tune!The LS7 engine AFR is now definitely well within tolerance and all through the rev range and the lambda was at virtually one. This after a year's worth of serious thrashing.
So spent the day at the dyno yesterday and delighted to report that we've taken 5 steps forward and only 1.5 back!
After addressing the timing (something you can only really do when plugged into the ECU), and rebalanced the throttles the car ran really strongly peak power recorded at 547bhp - at the hubs (circa 640 at the crank assuming around 18% loss through the transmission). So that's the 5steps forward.....
In the process it killed the (already faulty) starter motor, spat it's new alternator belt (95% sure this is incorrect alignment ) and developed a nasty oil leak.
Onwards and upwards!
After addressing the timing (something you can only really do when plugged into the ECU), and rebalanced the throttles the car ran really strongly peak power recorded at 547bhp - at the hubs (circa 640 at the crank assuming around 18% loss through the transmission). So that's the 5steps forward.....
In the process it killed the (already faulty) starter motor, spat it's new alternator belt (95% sure this is incorrect alignment ) and developed a nasty oil leak.
Onwards and upwards!
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