Sixshooter's Slow Torture™ Build Thread
02-21-2014, 05:11 PM
#325
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Ryan G is using Five-Os. I haven't heard of him leaking yet.
I guess I'm going to run the DW's Ive already bought. What problems are people having with them? I haven't read of any yet and this is news to me.
I guess I'm going to run the DW's Ive already bought. What problems are people having with them? I haven't read of any yet and this is news to me.
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02-21-2014, 05:28 PM
#326
Fair enough. When EV14s were basically only available in non-stock fitments from ID and Five-O I know FO had some fuel leaking between the injector and their injector spacer issues. Its probably resolved by now I hope, but I haven't really heard much noise either way about Five-Os since everyone not wanting to pay DI money for EV14s started to go FIC.
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02-22-2014, 06:50 AM
#328
The only problem I've had with my DWs is the long dead times at low battery voltage (aka during cranking)
Adaptronic maxes out at 2.55ms for injector dead time correction which i'm hitting at 8.5 volts and that's all i can add while the injectors take 3-4ms to open under that.
Sure a battery shouldnt much lower bellow 10 volts while cranking but all i'm saying is if it does it aint starting.
Other than that i've been running mine for +2 years now. No issues.
I guess the only other "issue" i can think of is, the rubber grommet that goes into the head is not a tight fit on the injector and can be lost during installation if you arent careful.
(one of the left)
Adaptronic maxes out at 2.55ms for injector dead time correction which i'm hitting at 8.5 volts and that's all i can add while the injectors take 3-4ms to open under that.
Sure a battery shouldnt much lower bellow 10 volts while cranking but all i'm saying is if it does it aint starting.
Other than that i've been running mine for +2 years now. No issues.
I guess the only other "issue" i can think of is, the rubber grommet that goes into the head is not a tight fit on the injector and can be lost during installation if you arent careful.
(one of the left)
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02-22-2014, 07:50 PM
#330
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Strange things are afoot at the Circle K.
I swapped in the DW700cc's in place of the RX7 460cc's. I changed the req_fuel as discussed above (7.4 to 4.9), took a tenth of a millisecond out of the injector opening time (1.2 to 1.0), the battery correction voltage from 0.1 to 0.2, and the car would barely run. I ended up mucking with those values to get it from 1.0 to 1.05 on the opening time, and it ran better. I gradually increased the req_fuel until it reached 7.3 and my AFR at idle and while free revving seemed pretty good there. WTF? Are my dead times that off or are the injectors nearly the same size as the ones that came out of the car? Strange.
I looked at injector opening times in many places online tonight and came up with these tables comparing an EV1 like the one that came out of the car to the EV6 I put in it.
The discussion came from here:
Megasquirt MSEXTRA / MS3EFI • Injector Open Time (View topic)
I'm curious what the more experienced might have to say.
I road tuned for a few minutes, and it went well, but didn't think to datalog until after I got home. I know datalogging would tell me a bit more.
I swapped in the DW700cc's in place of the RX7 460cc's. I changed the req_fuel as discussed above (7.4 to 4.9), took a tenth of a millisecond out of the injector opening time (1.2 to 1.0), the battery correction voltage from 0.1 to 0.2, and the car would barely run. I ended up mucking with those values to get it from 1.0 to 1.05 on the opening time, and it ran better. I gradually increased the req_fuel until it reached 7.3 and my AFR at idle and while free revving seemed pretty good there. WTF? Are my dead times that off or are the injectors nearly the same size as the ones that came out of the car? Strange.
I looked at injector opening times in many places online tonight and came up with these tables comparing an EV1 like the one that came out of the car to the EV6 I put in it.
The discussion came from here:
Megasquirt MSEXTRA / MS3EFI • Injector Open Time (View topic)
I'm curious what the more experienced might have to say.
I road tuned for a few minutes, and it went well, but didn't think to datalog until after I got home. I know datalogging would tell me a bit more.
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02-23-2014, 07:03 AM
#331
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A few new notes after sleeping on the problem.
I had done a fresh air recalibration on the O2 sensor last week since the car had been sitting since September. It seems to be relatively accurate in relation to the performance characteristics at idle.
I have read that the req_fuel is somewhat arbitrary and that the VE scaling is the important factor in making the engine run. As it sat yesterday, I had dropped the req_fuel from 7.4 to 7.3 and the idle AFRs were similar to the idle prior to the change. Then, the cells around the 101kpa and up seemed to want about 20 to 25 points less VE value (roughly around 120 down to 100) to get back to target AFRs. This tells me that if I left the req_fuel at 7.4 the car may have been pretty close in the middle and top cells. The idle cells were a touch rich at 7.4. This is telling me the injectors are acting too similar to the size that came out. They are supposed to be ~60% larger.
The car is at 1/4 tank of fuel and it is old fuel from September. I will be topping the car off with fresh fuel and retuning to eliminate that as a variable.
FWIW, I could adjust the req_fuel up or down while idling and watch the idle AFRs ease upward or downward, and likewise, adjusting the opening time setting would effect it similarly.
I had done a fresh air recalibration on the O2 sensor last week since the car had been sitting since September. It seems to be relatively accurate in relation to the performance characteristics at idle.
I have read that the req_fuel is somewhat arbitrary and that the VE scaling is the important factor in making the engine run. As it sat yesterday, I had dropped the req_fuel from 7.4 to 7.3 and the idle AFRs were similar to the idle prior to the change. Then, the cells around the 101kpa and up seemed to want about 20 to 25 points less VE value (roughly around 120 down to 100) to get back to target AFRs. This tells me that if I left the req_fuel at 7.4 the car may have been pretty close in the middle and top cells. The idle cells were a touch rich at 7.4. This is telling me the injectors are acting too similar to the size that came out. They are supposed to be ~60% larger.
The car is at 1/4 tank of fuel and it is old fuel from September. I will be topping the car off with fresh fuel and retuning to eliminate that as a variable.
FWIW, I could adjust the req_fuel up or down while idling and watch the idle AFRs ease upward or downward, and likewise, adjusting the opening time setting would effect it similarly.
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03-31-2014, 09:23 AM
#332
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I just had a track weekend at Sebring on newly redone engine. I still need to make some adjustments. The wastegate actuator isn't holding closed and the wastegate itself is binding a bit when it opens. I need to check the diaphragm in the actuator.
The new radiator and reroute works well. We'll see if the same thing can be said this summer.
Cooling down in the garage:
This was my first track event on the Cobalt XR2/XR4 combination. I liked it very much. Modulation was more precise than with the Hawk Blues and they seemed to maintain their consistency when they got really hot. I was impressed.
The new radiator and reroute works well. We'll see if the same thing can be said this summer.
Cooling down in the garage:
This was my first track event on the Cobalt XR2/XR4 combination. I liked it very much. Modulation was more precise than with the Hawk Blues and they seemed to maintain their consistency when they got really hot. I was impressed.
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04-10-2014, 06:47 AM
#340
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Oil consumption has never been a problem, although I think I overfilled the oil pan before this last track day, which generated some smoke at idle between runs. I am also going to revise my breather setup because it needs a better catch can arrangement at these grip and power levels.
And I'm having some boost control issues, probably IWG related. It was very slow to spool as if the WG wasn't fully closing at times. I have eliminated the actuator diaphragm and the boost control solenoid as possible problem spots. I may switch actuators. I also know the IWG shaft is still too tight on this turbo and may need to be freed up a bit more.
New triple pass radiator is excellent at 78 degrees ambient. It will be hot soon and then the real testing will begin. I may be stepping up to a better oil cooler either way, since I've already got it.
The Cobalt XR2/XR4 brake pad combination was exceptional. I need to get under the car and do a post-event analysis but on track they were wonderful. They performed better than the Hawk Blues in every way.
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