pcmhacking.net

Been a while since seasons end so a quick summary before preparing for another season.

Far too many DNF's

Destroyed a few parts

7 rims
1 tyre and tube
3 front guards
2 bumper covers + 1 recycled & pressed back into service
3 bumper irons
2 right tie rods
1 right front bottom arm
1 steering rack
1 diff
1 front cut shock towers forward
1 serpentine belt
1 belt tensioner and pulley
1 fan shroud
Had to send the radiator out a couple of times for repair
thats all off the top of my head for now and i won't go into frequent panelbeating needed

Fabricated a new exhaust with termination box in time for last meeting

When i wasn't finding carnage the car was very competitive had some good results, some torrid battles - good, bad AND ugly and i also got three extra laps like this


As a good freind who drives a streetstock put it i had "one hell of a speedway season"
Will i be back out there next season??

Reground cam showed up late last week and i've started a bit of a howto over on the SquaredArches forum whilst pulling it down ready for the cam. I checked out the spec card and set it up with a degree wheel then compared it to the notes i took when assembling the engine a couple of years ago - didn't think much of it to be honest so i mapped it out @.003' lobe lift then every .010' lobe lift then every .001' over the nose and every .010' down to closing - man thats tedious and i still wasn't happy so i pulled it back out and slotted the old stocker back in and mapped that out the same way as the new grind and studied the data i had recorded VERY VERY CLEVER overall duration hasn't increased much and the timing is not radically changed but lift 'under the curve' is much better and duration over the nose is doubled so it should make more power everywhere especially midrange to top end and still idle, best of all its perfectly legal for my class of racing.

Before all this rigmarole i scraped off the gasket faces ant taped off the intake faces to keep any crap out, when i was setting up the degree wheel for true TDC with the stopper i made years ago screwed into the spark plug hole i noticed a bit of movement of the tape over #1 inlet port but didn't think much of it, noticed it again resetting the wheel when the old cam went back in for comparison and got concerned so after doing the cam thing investigated thinking maybe a scrap of gasket got between the valve and seat ( the rockers were still on when i scraped the gasket ) so i put my air duster down the port and tapped the valve tip a few times then filled the cylinder with compressed air with tape back over the port - pop went the tape, next up i compressed the spring in place and had another blow while turning and opening/closing the valve by hand and spraying down the port with wd40 recheck no good, checked the other two on that bank and #3 was leaking as well - off came the head chamber very sooty and the back of the valve looks like its had wet fuel sitting on it, been getting hot where the stem joins the head too, all the inlet valves look like this so i'm thinking dodgey injectors, might try some ecotec injectors which i have on a VS intake i got given and work out the tune with them to the new cam - those valves will be getting binned as a precaution too

The ecotec injectors i have are *** *** 777's so according to https://pcmhacking.net/forums/view ... =31&t=1230 they're VT onwards EV6 type injectors, fuel economy isn't something i give a damn about with this car but more efficient combustion is always a good thing

Quick update, the heads aren't going back onto my motor, just after i put the motor was assembled and out there there was a clarification of the rules that meant they were NOT kosher - probably overkill for whats done to it anyhow so i've gone through all my spares and the best of the bunch i had to pull off a spare series 1 manual motor yesterday arvo. The heads off the auto motor i had in the car for the first season were already off but it was high milage and had been LPG so unsurprisingly the exhaust valves are pretty much flush with the chamber - not worth bothering with for my application. The heads i'll be using are cleaned and decoked, hoppefully be ordering some new valves this coming week. As my manifold was portmatched to the heads thats been put aside also, i have a cunning plan - the intake runners taper outwards towards the plenum and as i previously cut my own gaskets to line it up after milling .040' off the block to get compression up around the allowed 10:1 i'm going to see about getting .040' shaved off the manifold faces to open them up to around gasket size (not porting but getting the result with luck) and going back to stock gaskets, it might be a juggling act if it starts getting too big, if that happens i'll consider taking some off the intake face of the heads.

First practice on the 8th October so i need it together and running before then and if i'm real lucky a man from Welly might show up for a play with the fiddly bits that i still have much to learn about

The heads i've taken off have been offered a new home, will need a bit more work for the application but the worst of it is done so they wont take anywhere near as long as the other ones waiting for valves/valvejob

he wants to hold off on getting heads just yet.so what duration was your cam our 231@0.050 turbo grind arrived last week lobes are so wide at the pointy end LOL

with those 777 injectors when i was doing the vt xdf's i found that the new director plate style which is ev6 must be alot more stabler down low they run a min pulse width of 0.49msec in the tunes where as the older 973 run 2.00msec in the vs tunes, not that min pulse width is anything you'd be worried about more so max! lol But it seems to state in the bosch data that the director plate style has less dripping issues especially at lower timing and at different line pressure. BTW nice thread, love the detail, thanks for going to the effort!

delcowizzid wrote:he wants to hold off on getting heads just yet.so what duration was your cam our 231@0.050 turbo grind arrived last week lobes are so wide at the pointy end LOL

Sweet as mate, rang SI Valves in California @ 5.30am this morning (10.30am yesterday morning their time ya can't say us kiwis are slow ) and ordered TWO sets of valves and -.050' 7* locks to suit

206@ .050' (pretty near stock) , .003' either side of max lift has gone from 12* to 24* and the timing of events has been tweaked, i'm pickin it won't sound like its cammed but should pull like a schoolboy with a new Mayfair everywhere.

The1 wrote:with those 777 injectors when i was doing the vt xdf's i found that the new director plate style which is ev6 must be alot more stabler down low they run a min pulse width of 0.49msec in the tunes where as the older 973 run 2.00msec in the vs tunes, not that min pulse width is anything you'd be worried about more so max! lol But it seems to state in the bosch data that the director plate style has less dripping issues especially at lower timing and at different line pressure. BTW nice thread, love the detail, thanks for going to the effort!

Once again you've provided some good info - maybe that could be updated into your injector thread for all?

Thank you for the compliment - makes the effort worthwhile - in addition to it being a bit of a log for my own refference - tyre pressures race to race is about all that only goes into my head and the 'black book' that and the expletives and names i omit after a hard nights racing when i'm still pumped up and loading up on bourbon to wind down, i have no wish to fall foul of SNZ as they do monitor social media etc. as someone found out the hard way last season advertising an axe to grind with me (detailed a page or so back)

New cam - in
Valve job 5 angles - done
Heads - on
Motor - running
Tuning - in progress

Took wrong turn coming out of a row of Kiwi fruit at mates orchard - yes

Is delcowizzids new camera good???????


yup!!

Dammit

lol thats a nice effort .... wheres the tractor tyres when you need em hahahaha