hard=expensive to me crash so yeah. maybe send those plans to emelio etc someone who would actualy be able to use them. As a technical discussion i think it would be an awesome thing to do.

 

you misread what i wrote. read it again and get back to me.

(hint: i drive a turbo miata)

 

What he said...

They're really pretty simple systems, just quite expensive.

 

wow, Sav always find new issue. issue caused by 150mph bank turn testing the new limit !!
I am eager to hear about the new radiator.

 

Damn, that is some bad news.
To me, no compression in #3 and a broken spark plug sounds like detonation gone wrong?

 

Sav sorry bout the problems but at least you fucked it kickin **** of a lot of more expensive cars!
Breathing out of the dipstick, hole in block/piston?

 

Pretty much nailed it.

Cylinder 3:






For comparison, cylinder 1:





Cylinder 2 doesn't look great, but 3 is the worst by a long, long shot. One and four are picture perfect. Live and learn, I suppose. Really didn't expect to have detonation issues with 100 octane and water injection on an 8.5:1 motor, but anything seems to be possible.

Head appears to be salvageable. Probably will replace the rods on principle, since it's clear they were hammered pretty hard. Pistons are obviously toast. Hopefully the turbo survived. About 90% sure the block is trashed, cylinder 3 has one very serious dent in it that I believe is terminal. New block, new pistons/rods, keep my oil pump and auxiliaries, refresh the '99 head, throw it all back together, and try again.

 

Wow, looks very similar to what happened to my cyl#4 except a whole lot more intense.

So this is due to detonation. Meaning you ran too much timing advance? How many degrees of timing did you run? If its not a secret that is.

 

Nice dent you got there. Kinda funny it's #3. My intake valves in #3 are burned due to overheating CLT early in the year. Is #3 the one running hot with rerouted blocks? If so, #3 is the new #4...?

Bad to hear, but detonation can kill any engine in no time at all as we all know. Good to know it's not starvation, got me worried a little. I already found myself on AccuSump's homepage this morning.

Were your AFRs spot on on the track? Did you use detcans while tuning? What kind? Are you running a knocksensor that pulls timing? I've got some headphones to my knocksensems that I use during tuning, but no active pulling in MSPNP.

 

Has anyone done individual cylinder o2 testing/tuning?

 

interesting. When I lost an engine early this season, it was based on detonation in #3 as well. And not that it makes you feel better, but that was on 100 octane with water too.

It does seem that #3 is the new #4...

 

Are you guys just tuning way to close to the ragged edge? Are you using WI to squeeze that little bit extra out, or is it a fail safe? Maybe #3 isn't getting much love from the WI?

Sorry to hear it :( This experience will probably lead to Hustler contemplating selling his car and buying an EVO or something.

 

That blows. Why not dump some ice in the meth tank before each lap. That might help a bit. Possibly throw some toulene in the gas tank also if theres nothing more than 100 octane available.

Or jet each runner on the IM with the meth

 

hahahah. you are right abuot Hustler. He probably doesn't want to look at his car now.

I will be very open - our engine loss was due to a careless tune. We had less than 48 hours to get everything together before the car went to willow springs. we had a "good enough" tune that was obviously not good enough. (maybe combine that with a block that had tollerances that were probably a little too loose.) WI for me is being used to control intake temps. there is some extra timing to be gained from it, but my system also has a map cut that if water stops working, it converts to a more retarded map.

 

negative...I'm passionately in love with my car right now. I'm going to leave it at 11psi though, and take a peek at the pistons and see if I need to pull any spark angle. Its fast enough for now and tracking it for years is more attractive than a few less tenths.

 

How do you determine if water stops flowing? Will it account for a clogged nozzel? Low water?

What is the possibility that the high G's caused starvation to the WI system?

 

it does compensate for a clogged injector (I've actually had one of those). There is a flow monitor inline 2 inches from the injector. If flow stops, it reverts the ecu map to the one without water.

I'm not sure what Andrew is running, but I run a snow performance kit that has a good reputation for failsafes in meth communities.

 

Seems like Sav's story. In for Sav's answers on det can use and on how many degrees were pulled from det threshold.

 

For these high output engines, is it worthwhile to go from race gas/water to the same tune with ethanol/water, of course upping fuel? I'm seriously thinking of sizing my injectors for E85 in the future.

 

He was tuned on the dyno, though.