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  1. #2001
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    Quote Originally Posted by Dream3r View Post
    maf = underscaled load = huge timing and knock on your aet map....

    log it properly you will see, good luck
    Any chance of gettng some logging S/W?
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  2. #2002
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    Been a bit of a while since I last did or said anything on the silver dream machine. I rotated the wheels and pumped them up. I managed to find a couple of hours in the festive hols to have at least 1 look. Drained the oil out ready for the engine drop. The grey cappuccino that came out confirmed that more than likely have a cracked head. I am a little peeved that it wasn't checked properly but I guess there is no point dwelling on it.

    On the bright side I have acquired a 2nd hand BBK and I still have the coilovers bought xmas 2014.

    I managed to grab a pint with an engineering pal - he was on the team that developed the 5 litre V8 in most modern jags.

    Assuming the bottom end is still sound - I have a spare head, so I think I will push on and redevelop it. port and polish the spare. I don't think the crack one will be repairable.

    I plan to drop the turbo pressure back down to 1.5 to 1.6 bar, reduce the cylinder pressure, but to keep up the power, increase the rev limit. I need to reduce the rotational inertia. I plan to swap the DMF and have the clutch friction plate redeveloped to include springs

    I am wondering if I need to have stiffer valve springs if I raise the limiter towards 8500 rpm?

    More than anything I want a bit more stability, as time to fix things is low.

    I also need some recommendations as to where to take this machine once it is back together.
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  3. The Following 5 Users Say Thank You to Wobbly Dave For This Useful Post:

    Dream3r (Wednesday 6th January 2016),Jamest5r (Tuesday 5th January 2016),Nealevo (Tuesday 5th January 2016),t5 pete (Tuesday 5th January 2016),The Flying Moose (Tuesday 5th January 2016)

  4. #2003
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    Nice to hear you're forging ahead with it Dave

    Look forward to future updates.
    1996 Olive Green 850 AWD - Follow the Project - Forged rods, 19T, big blue injectors, 960 TB, 3.25" MAF, Ostrich, 608 binary, arduino data display, active exhaust control with Focus RS tips, 320mm front brake conversion.
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  6. #2004
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    You need to keep it below 1.6 bar as it's past ME7 limits. 1.5 like you said but the boost pid will need work.

    Scale your maf properly and up the load correctly in all maps, you can log timing and AFR with VIDA.

    It's not just boost that has a affect on cylinder pressure either, you were running a big maf with no corrections, so would have been requesting 30 degrees timing instead of say 20, that would increase cylinder pressures a bit. AFR too.... it all adds up to heat.

    Also think about CR

    It's a good tuning job, get the maf, fueling and idle correct, then POWER the turbo will be later spooling rpm wise so use the lambda driver request map to dump a bit of preemptive fuel in there or you'll run lean.

    I didn't see the post about logging software I don't sell it anymore

  7. #2005
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    I was running the T-5K when it was on the road at 8500rpm limit for over a year without any problems, it seemed to have a second wind over 7000rpm.
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  8. #2006
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    So you think the OEM valve springs will cope with the higher redline?
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  9. #2007
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    Quote Originally Posted by Dream3r View Post
    You need to keep it below 1.6 bar as it's past ME7 limits. 1.5 like you said but the boost pid will need work.

    Scale your maf properly and up the load correctly in all maps, you can log timing and AFR with VIDA.

    It's not just boost that has a affect on cylinder pressure either, you were running a big maf with no corrections, so would have been requesting 30 degrees timing instead of say 20, that would increase cylinder pressures a bit. AFR too.... it all adds up to heat.

    Also think about CR

    It's a good tuning job, get the maf, fueling and idle correct, then POWER the turbo will be later spooling rpm wise so use the lambda driver request map to dump a bit of preemptive fuel in there or you'll run lean.

    I didn't see the post about logging software I don't sell it anymore
    Any particular organisation you would care to recommend John, to take on this tuning task?
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  10. #2008
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    Quote Originally Posted by Wobbly Dave View Post
    Any particular organisation you would care to recommend John, to take on this tuning task?
    I'd have done it back in the day but it's not a basic remap, if it takes less than 2-3 lazy days it won't be done right. Really it needs done in stages than all at one, maf, injectors, power like I said before. It needs datalogged and an EGT gauge if not already so the calibrator can correctly set the exhaust temp maps.

    I don't know why you didn't take my advice about the maf and injectors last year either so am a bit hesitant to say more buddy.

    What turbo is on it again and injectors? I remember u saying it didn't idle very well that's fixable.

    I'm turning my PM's back on if theirs anything you wish to as in private. It would be good to see it fly reliably. With my 2.4 map and ported head we were seeing around 350 bhp and was running out of fuel on the VXR's at 5 BAR fuel pressure absolute.

  11. #2009
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    Last year (2015) nothing much occurred. There was a mechanical failure of the stretch head bolts (the whole cylinder head lifted) in Oct 2014 at the drag strip (Avon Park). Car was recovered and I asked HLM to take the head off and refit with ARP bolts
    CH was not properly checked (don't ask) so when the engine was reassembled - it appears to be consuming vast amounts of water - although the sniffer test was negative. I believe that the CH is cracked. I don't have 100% proof but the grey frappacino oil that came out last week would seem to imply that's where the water is going. I subsequently saw on a Swedish T5 build - they used stretch bolts which were double tightened (slackened off after the 1st tightening) on a 600 bhp build.

    I am basically sort of back to the drawing board. I thought it would be good to draw a line under that one and re-use if possible the bottom end and build it up again.
    Bottom line is Hamish doesn't want anymore of it - so I seek a like minded engine builder perhaps tim?? Shemtek? I don't really know.

    I am still keen enough to not throw in the towel, though I find myself increasingly time limited.

    The full spec is available in the garage. The spec is as follows

    Turbo Garrett GTX3071R - Spec...

    Compressor wheel - 11 blade
    Inducer – 54.10mm
    Exducer – 71.40mm
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    Compressor A/R – 0.60.

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    ASNU 630cc (@ 3 BAR) Injectors - OEM 3.8 bar FPR
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    Donor engine came from a 2001 S60 overhauled & bored out to match pistons.
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  12. #2010
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    Still more fettling needed,
    will it never end?
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    Good to see you've not given up on it Dave.

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  14. #2011
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    Quote Originally Posted by Wobbly Dave View Post
    Last year (2015) nothing much occurred. There was a mechanical failure of the stretch head bolts (the whole cylinder head lifted) in Oct 2014 at the drag strip (Avon Park). Car was recovered and I asked HLM to take the head off and refit with ARP bolts
    CH was not properly checked (don't ask) so when the engine was reassembled - it appears to be consuming vast amounts of water - although the sniffer test was negative. I believe that the CH is cracked. I don't have 100% proof but the grey frappacino oil that came out last week would seem to imply that's where the water is going. I subsequently saw on a Swedish T5 build - they used stretch bolts which were double tightened (slackened off after the 1st tightening) on a 600 bhp build.

    I am basically sort of back to the drawing board. I thought it would be good to draw a line under that one and re-use if possible the bottom end and build it up again.
    Bottom line is Hamish doesn't want anymore of it - so I seek a like minded engine builder perhaps tim?? Shemtek? I don't really know.

    I am still keen enough to not throw in the towel, though I find myself increasingly time limited.

    The full spec is available in the garage. The spec is as follows

    Turbo Garrett GTX3071R - Spec...

    Compressor wheel - 11 blade
    Inducer – 54.10mm
    Exducer – 71.40mm
    Trim – 58

    Turbine Wheel
    Trim – 84

    Compressor A/R – 0.60.

    TIAL QR BOV (recirc) - DIY RIP kit (57mm).

    ASNU 630cc (@ 3 BAR) Injectors - OEM 3.8 bar FPR
    Deatchwerks DW300 (300 lph) in tank fuel pump.

    K1 Tech forged 139.5 mm con rods.
    Wiseco forged 81.5mm pistons

    Donor engine came from a 2001 S60 overhauled & bored out to match pistons.
    Nissens 3" core FMIC (57mm O/D connections)
    Custom 3" DP (Chris Tullett) with 200 cell cat.
    4" MAF
    That was my point the cylinder pressures must have been huge to do that!

  15. #2012
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    Contact Shem he might take it on as a project car, he's got a couple on the go already and is gaining quit a rep in the EU for Engine building.

    The injectors seem small

  16. #2013
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    AFR looked fine but 1.7bar is quite high.
    Attached Images Attached Images  
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  17. #2014
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    Quote Originally Posted by Wobbly Dave View Post
    AFR looked fine but 1.7bar is quite high.
    Where was your ignition? I ran my R at 2 Bar to the redline in 6th at 11 degrees when I was developing the 5 bar mod.

    It would be knocking like hell at that AFR and boost unless the timing was retarded.
    Last edited by Dream3r; Tuesday 5th January 2016 at 22:02.

  18. #2015
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    sadly I don't know what the ignition timing was.
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  19. #2016
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    Quote Originally Posted by Wobbly Dave View Post
    sadly I don't know what the ignition timing was.
    You can see it leaning out a bit on spool, that's fixable as well.

    It's definitely under-scaled (via larger maf) as it would have dumped fuel at the top end there based on the load and Volvo's general EGT strategies for component protection.

    I hope it works out and you get your engine builder etc

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  21. #2017
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    Here's an early dev map log with the lean out fixed as I has the same issue (quicker spooling turbo when it starts lol), work still needed though at this stage. It was actually the inlet manifold or gasket as when I changed that out it ran a lot better (pressure sensor agreed with inlet manifold pressure map again). I wouldn't like more knock really but 5 is acceptable imo.

    Food for thought, you can see the component protection dumping fuel (fixable as well, I limited it to 0.75 for this run).

    Obviously your hardware is going to produce different results, but this was around 400bhp dev run, so similar in some respects, it also shows you what can be done with the correct tools, ME7 needs logged to tune, as you can probably see the injectors wasn't right when 0.75 was commanded (again fixed afterwards)

    Edit, this was the 5 bar software i made so not limited.

    Name:  cv10 (1).png
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    Last edited by Dream3r; Wednesday 6th January 2016 at 07:00.

  22. #2018
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    Sorry struggling to understand the graph - which legend refers to which Y axis. Can you also confirm my aging recollection that lambda 1 is a AFR of 14.7:1 right?

    Is the avg knock retard the angle before TDC?
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  23. #2019
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    Quote Originally Posted by Wobbly Dave View Post
    Sorry struggling to understand the graph - which legend refers to which Y axis. Can you also confirm my aging recollection that lambda 1 is a AFR of 14.7:1 right?

    Is the avg knock retard the angle before TDC?

    Open the image in a new tab with a right click then you should see.

    Lambda 1 is 14.7:1 AFR, yes sorry I never use AFR just lambda as that what the car uses.

    retard is what the ecu is pulling from the various timing maps and is seen in the timing graph as it's already been taken in-to account. It's an average over 5 cylinders I have per cylinder counts too and about 60 other variables.

    So blue = desired boost
    red = actual
    yellow = retard
    purple = actual lambda
    green = component protection lambda variable

    You can see the fuel dive too far when it's activated, injectors are not linear so I adjusted for that later in another revision.

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  25. #2020
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    Quote Originally Posted by Dream3r View Post
    Open the image in a new tab with a right click then you should see.

    Lambda 1 is 14.7:1 AFR, yes sorry I never use AFR just lambda as that what the car uses.

    retard is what the ecu is pulling from the various timing maps and is seen in the timing graph as it's already been taken in-to account. It's an average over 5 cylinders I have per cylinder counts too and about 60 other variables.

    So blue = desired boost
    red = actual
    yellow = retard
    purple = actual lambda
    green = component protection lambda variable

    You can see the fuel dive too far when it's activated, injectors are not linear so I adjusted for that later in another revision.
    sorry to interrupt...on the graph max Lambda value looks to be about 0.87 or [0.87*14.7 =] 12.8:1....is that not a bit high at approx. 1.5 barg?


 

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