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Well, it was great meeting you SCS guys for the first time. Its always fun when you can socialize with people who have the same passion as you.
Well, I installed the Volvo AMM, 3.0 Bar FPR, and 30# injectors the weekend before last. While driving, my A/F ratio meter(Split Second Meter) cycles properly, but at idle it shows rich(the first blue LED). When measuring the signal from the O2 sensor, it shows .790 - .805 volts. If I turn down the mixture adjustment resistance into the 100-200 Ohm range, it cycles properly at idle, but will die when coming to a stop with the clutch in?? Finally I decided to live with the rich idle and turned the resistance back up to 375 Ohms. My final conclusion is that driving and WOT seem fine with the 30# injectors and who knows about the idle situation.
On dyno day, I decided to first try the 3.0 Bar FPR and then RRFPR. Significant Engine Modifications as of the dyno runs are as follows:
1. Modified APC not yet reset correctly for 20 psi after the new intercooler. Peaking at a couple of PSI to many.
2. Aquamist Water Injection
3. Ported Cylinder Head
4. 3" Exhaust with with Turbonetics Deltagate integrated into the downpipe.
5. Front Mounted Intercooler using Spearco's core 2-180
6. Volvo AMM and 30# fuel injectors
DYNORUN.001 was done with the 3.0 Bar FPR. Torque reached 250 ft-lbs. by 3600 RPM's and peaked at 270 ft-lbs. by 4400 RPM's and remained above 250 ft-lbs. until 4900 RPM's where it then dropped off rapidly. Peak HP was 237.?? at 4900 RPM's where it dropped off rapidly following the torque loss. The A/F ratio dropped down to the 11.25:1 range by 3400 RPM's and stayed there until it went back up to 11.5:1 at 4400 RPM and then continued upward at a sharp angle, going as high as 15:1 by 5800 RPM's.
DYNORUN.002 was done with the RRFPR. Torque reached 235 ft-lbs. by 3600 RPM's and then dropped down to about 220 ft-lbs. by 4400 RPM's before going back up to and peaking at 260 ft-lbs. by 4800 RPM's then tailing off slowly to redline. Peak HP was 237.?? at 5300 RPM's. The A/F ratio dropped off at a steep angle by 3300 RPM's hitting 10:1 by 4400 RPM and then moved back up at a moderate angle eventually reaching the 13:1 range by 5600 RPM.
The most interesting data gathered out of the whole experience is the A/F ratio which most certainly is reflective of the torque curve through out the RPM range. I can see from my own dyno runs that alot more torque can be had throughout the RPM range with proper fuel delivery. So, the question remains, what is the best option to solve the fuel delivery situation while taking into account cost and tunability.
I meant to but did not get the numerical data sheets from these two dyno runs. I will get them this week and plot everything in Excel in a more readable format.
Steve Yamamoto
posted by 66.52.248.2...
, Wed, 21 Nov 2001 02:40:54
, Thu, 22 Nov 2001 12:56:59, Tue, 20 Nov 2001 01:13:32, Tue, 20 Nov 2001 12:27:13, Tue, 20 Nov 2001 04:30:53
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