ECU

Is there a power plot you can post for us Peter? Nice results

The car is still up there...just got results on the phone. I would need to send it to someone for them to post as I dont have the ability to transfer it onto computer. He is hopefully going to run more boost tomorrow morning before I pick it up so there will be more to come...providing he gets the chance.
You need the ECU...sell your Darlek ( ) on Ebay and feel the power!!

Is there a power plot you can post for us Peter? Nice results

Ive got a copy of a couple of the 338lb/ft runs, but Ill wait and post up the best and latest runs when I get them.

Need better brakes!!

Need

Bigger

Balls.



(not me..)

You need the ECU...sell your Darlek ( ) on Ebay and feel the power!!

Wait n see Ask them to email the power plot over to you Peter then its easy to put the graph up on here

You need the ECU...sell your Darlek ( ) on Ebay and feel the power!!

Wait n see Ask them to email the power plot over to you Peter then its easy to put the graph up on here

We need a specific tuning section to compile all this info .


GTBlinger vs Plodmods .

I assume the TT engine was running the same injectors as Tony's and its nearly the same capacity, so probably more likely to be closer than Pete's 2.5 214cc injector map..

Petes car works fine on the original trigger and idles correctly also using a 3 bar map sensor, so it must just be different cars..

It's not the fuel map that's a concern because fiddling with the bottom figures (idle and near to it) is very quick and easy. it's the ignition curve that didn't work, and things got a lot smoother with the 36/1 trigger plugged back in. I have a feeling that the configuration in the trigger on Peter's car works but not properly, but has been manually tuned in the ignition curve to account for it. I still have absolutely no idea how he arrived at the figure of 108 degrees for the reset - the DeLorean's modified flywheel is set to 60 degrees and works spot on. You can tell the software it'being triggered at any time you like, then twiddle the figures in the ignition map to a point which works, but the figures themselves will be meaningless. The DeLorean is set to 60 degrees (something I worked out with a protractor on the pulley and counting the teeth as I turned the engine/transmissin on the bench), and it's set to idle at 13 degrees because the DeLorean's timing marks are 0 and 13, and verified that this is absolutely perfect with the timing light.

I must admit, I am spoilt with the Delorean and it's standalong idlespeed system. It works flawlessly on the twin turbo and I've spent most of today getting very annoyed with the Adaptronic's idlespeed setup - not that it's the fault of the software or hardware, just very hit-and-miss!

The twin turbo DeLorean does indeed have the 337cc injectors and a 2458cc engine, and a 2 bar sensor.

Peter: if you're getting 208hp at the wheels with stock 214cc injectors, it may be time to think about bigger injectors before running any more boost...? (anyone else got an opinion on that?) Somene - I though tit was DG - told me that on a 6 cylinder engine, the CC ourput of each injector was roughly the kind of power you'd expect in hp.

You need the ECU...sell your Darlek ( ) on Ebay and feel the power!!

Wait n see Ask them to email the power plot over to you Peter then its easy to put the graph up on here

The dyno operator has been emailing me the power and torque plots direct for reference and input.

Peter: if you're getting 208hp at the wheels with stock 214cc injectors, it may be time to think about bigger injectors before running any more boost...? (anyone else got an opinion on that?) Somene - I though tit was DG - told me that on a 6 cylinder engine, the CC ourput of each injector was roughly the kind of power you'd expect in hp.

Yes, Pete and I have already talked about this, we'll go for 440s next.. What he has at present it is good for around 260bhp at standard fuel pressure, but he is running slightly higher pressure than standard. The AFRs havent been leaning off at all yet and its slightly rich at 12:1, so Ill wait for the dyno operators comments.

Rule of thumb is divide the flow rate of the injector by 5, then times by the number of injectors and thats the power your can expect. But thats at quite a high duty, say 80-90%. I like to run around 65-75 duty, especially on this kind of engine, as the cam profiles are short duration, so the valves is not open too long, so you need high fuel for short durations, otherwise your just squirting fuel on the back of an already closing valve.

I still have absolutely no idea how he arrived at the figure of 108 degrees for the reset

Thats because you arent as clever as the guy Ive found
He used to work for Rover's competition and development dept apparently
the map you have didnt work.....he has done a remap today...hence the enhanced power figures.
214cc injectors are quite a bit bigger than standard...standard are 179cc

I'm looking forward to trying it in the morning!

I like to run around 65-75 duty, especially on this kind of engine, as the cam profiles are short duration, so the valves is not open too long, so you need high fuel for short durations, otherwise your just squirting fuel on the back of an already closing valve.

Huh? These engines are batch-fired...

Thats because you arent as clever as the guy Ive found
He used to work for Rover's competition and development dept apparently
the map you have didnt work.....he has done a remap today...hence the enhanced power figures.
214cc injectors are quite a bit bigger than standard...standard are 179cc

I'm looking forward to trying it in the morning!

Weeeeeeeeeeall, ye cannae change the laws of physics, Jim. The offset on your flywheel is identical to the one on the TT DeLorean, and I've confirmed with both measurements and timing light that the angle BTDC of the first tooth after the missing one is 60 degrees. I set the wizard using 66 teeth per crank, missing tooth/period, 60 degrees BTDC. The one Dave sent me from your car was set with 20 teeth per period, missing tooth/period, 108 degrees BTDC. Bizarre!!!!!!!

Something did occur to me tonight which may explain the wierd Renault pattern. If you plug the sensor wires in backwards, you'd get exactly the same signal but advanced/retarded by 2 teeth - and isn't it the case that the low compression NA engines are advanced?

Your guy may be clever, but I -do- have a degree in electronic engineering Engines is what I'm learning now

Oh, BTW your ignition curve will be wrong for the 3 litre engine because that's lower compresison of course (note to self!)

I set the wizard using 66 teeth per crank, missing tooth/period, 60 degrees BTDC. The one Dave sent me from your car was set with 20 teeth per period, missing tooth/period, 108 degrees BTDC. Bizarre!!!!!!!

Thats because setting it the 66 teeth way, is making the ecu look at crank revolution as a whole, and all the events that happen in it, and the way Peters is, is just to look at one 3rd of the flywheel at a time, hence 120 (in total) degrees of events, 20 teeth, do what it needs to do, and then look at the next third. End of the day its all just a repetative, continuous cycle of the same events, because its batched injector and distributor ignition.. I don't think by him putting in 120, it really means BTDC, more that its just telling the ecu, how many degrees the total period to work from will be..

I like to run around 65-75 duty, especially on this kind of engine, as the cam profiles are short duration, so the valves is not open too long, so you need high fuel for short durations, otherwise your just squirting fuel on the back of an already closing valve.

Huh? These engines are batch-fired...

Yes, I know that. , im talking about the one making the power at that time, not the 5 others that arent.

Something did occur to me tonight which may explain the wierd Renault pattern. If you plug the sensor wires in backwards, you'd get exactly the same signal but advanced/retarded by 2 teeth - and isn't it the case that the low compression NA engines are advanced?

Nope, if you flip it over it won't run at all on the standard ecu's. It would advance the ignition. Works on Renault 5's..

The low compression Z7X engines have a different ecu, so most likely a different ignition map.