2002 VVT swap into 1990 NA with MS3
10-27-2014, 10:49 PM
#142
Cpt. Slow
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Yeah, '94-'97 alternator. I wouldn't say high throttle does anything, but it seems to shoot to 19+ volts at high RPM, then struggle to get back to 14. A quick off/on fixes it, but I've advised him to get it tested at the parts store he got it from, they're known to be bad out of the box.
Who wants to tell me what screen I look at to verify the knock sensor is working correctly?
Who wants to tell me what screen I look at to verify the knock sensor is working correctly?
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10-30-2014, 01:04 AM
#144
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Took the alternator back to OReilly's today for a test, sure enough it failed.
Replaced it and got it back in. Hopefully I'll take it out tomorrow to ensure no funny business. I failed to ask them to check it while I was there.
Ehh, it was rebuilt in Mexico.
Replaced it and got it back in. Hopefully I'll take it out tomorrow to ensure no funny business. I failed to ask them to check it while I was there.
Ehh, it was rebuilt in Mexico.
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11-04-2014, 09:13 AM
#147
Cpt. Slow
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Since Ryan's being slow to upload this, I will.
These are all the runs we did, started at 132/122.5 and finished with nearly 136/124.5. Torque is at least 95% of that from about 2250 on.
These are all the runs we did, started at 132/122.5 and finished with nearly 136/124.5. Torque is at least 95% of that from about 2250 on.
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11-04-2014, 10:30 AM
#149
Cpt. Slow
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What? It's in the thread.
93, obx header, high flow cat, racing beat exhaust, K&N intake, butterfly's deleted in a msm intake manifold, shaved head, rev ms3, all pulls done in 4th.
93, obx header, high flow cat, racing beat exhaust, K&N intake, butterfly's deleted in a msm intake manifold, shaved head, rev ms3, all pulls done in 4th.
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11-04-2014, 04:48 PM
#155
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The $100/hr is for dyno TIME I believe. Josh does the tuning on their dyno.
Josh, why don't we start using KO's dyno? Much cheaper... but different numbers I guess.
Josh, why don't we start using KO's dyno? Much cheaper... but different numbers I guess.
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11-04-2014, 05:10 PM
#156
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Yes, $100/hr. That is only for dyno time, not tuning. I do the tuning, and since I bring him interesting projects that aren't Evos or Subarus, he gives me his advice. We've found the BP family to be incredibly happy at 28* at redline, this has been the case +/- a degree with Lexi, Laz (1.6), and now Ryan's.
I've struggled to spend more than an hour on any car, be it Laz's 1.6, my 1.6t, Laz's 1.8t, Lexi, and now Ryan's VVT. He said that was mostly due to me showing up with a decent fuel map and safe spark map.
It takes one pull to verify good fueling and establish a base line, and a 2nd to pull 5 degrees to see if we're above or below MBT. The 3rd pull depends on the results of pull #2, if we dropped power, we go back above the previous numbers, if we didn't drop much power we'll keep going until we do, and sadly that particular setup won't make any more power than the base line.
That's only happened once though, with Lexi's restrictive 180* bend in the intake.
Typically I'm done in 4 pulls, then run a little bit to test out flat shift, and accel enrichments.
KO should be the same numbers, as they're the same Dynojet, just 2wd insted of AWD. You can look up Kris's dyno results of a '94 vvt swapped Miata, it was unimpressive, but sounds like a lot of the same mods, except with a Hydra. A good 8hp and 7ft/lbs down from the engine I built.
I dunno why we haven't started using KO more, besides the free advice Aaron gives us, plus with Ryan's VVT that was originally destined for Laz, we really wanted the most accurate back to back test.
Since you've exclusively dyno'd at KO, I'd suggest you keep going there, especially once you have an MS that I can actually tune.
I've struggled to spend more than an hour on any car, be it Laz's 1.6, my 1.6t, Laz's 1.8t, Lexi, and now Ryan's VVT. He said that was mostly due to me showing up with a decent fuel map and safe spark map.
It takes one pull to verify good fueling and establish a base line, and a 2nd to pull 5 degrees to see if we're above or below MBT. The 3rd pull depends on the results of pull #2, if we dropped power, we go back above the previous numbers, if we didn't drop much power we'll keep going until we do, and sadly that particular setup won't make any more power than the base line.
That's only happened once though, with Lexi's restrictive 180* bend in the intake.
Typically I'm done in 4 pulls, then run a little bit to test out flat shift, and accel enrichments.
KO should be the same numbers, as they're the same Dynojet, just 2wd insted of AWD. You can look up Kris's dyno results of a '94 vvt swapped Miata, it was unimpressive, but sounds like a lot of the same mods, except with a Hydra. A good 8hp and 7ft/lbs down from the engine I built.
I dunno why we haven't started using KO more, besides the free advice Aaron gives us, plus with Ryan's VVT that was originally destined for Laz, we really wanted the most accurate back to back test.
Since you've exclusively dyno'd at KO, I'd suggest you keep going there, especially once you have an MS that I can actually tune.
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11-06-2014, 11:33 AM
#157
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Finally got Ryan to send me the dyno sheet we had printed at ER. This one compares two of Ryan's pulls (both 135hp), Lazarus' old 1.6 setup (123hp) and my friend Nial's 1.6 (115hp).
You can see we stopped Nail's car and the VVT at a reasonable 6700ish rpm, there isn't much more to be had. Martin had us wring Laz out to 7250, which means the tach on the dash was probably reading 7500.
You can see we stopped Nail's car and the VVT at a reasonable 6700ish rpm, there isn't much more to be had. Martin had us wring Laz out to 7250, which means the tach on the dash was probably reading 7500.
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