JIL

She's back !!!!!!!!!
Running very sweet on the Adaptronic !!!
All new map and it's a good-un .Plenty of POWER !!!!! and only running 10 psi for now , possibly need to up the injectors to 300cc ish .
I need to take the turbo off and send it back as they may have left a seal out or it's been damaged with the bolts being loose

Well done mate !!!

Look forward to seeing some more detailed specs.

It's running on the pulley trigger .The Renault flywheel pattern does cause a few issues but you will be able to use this map with the std setup if you like .
Personally I'd go for a pulley trigger every time .
The turbo is a T3 60 trim with a .48a/r turbine housing .I have just had the .48 put on ,it's increased the lag a tad but is better up top .Injectors are 214cc but run out of juice above 10psi .Scoff suggest that I go for something like 330 cc if I can find a reasonably priced set .But the 214s should work well up to 15psi ,upping the current in Wari to 1.9 from 1.5 that it's set at the minute might do the trick for now .
I've binned the idle valve and adjusted the throttle control screw so that it's slightly open at rest .
I'll keep it as is until after Cadwell on the 5th then start to chase power .It's only done 50 miles on this rebuild and the turbo also needs a bit of running in .I reckon a full day round the track will do the job

Hi Lee, the current clamp in Wari may affect the on time very slightly but won't make the injectors flow any more fuel.

I believe A610 injectors (337's) are still pretty good value from Renault, a tad more than Dave's 440's though, if you fancy waiting around... It least with the 440's, the tweak on the fuel map is a doddle. On my setup, the 440's are hitting 10ms at 15psi at around 5500rpm which is where a 214 would be topping out (20ms is 100% dwell at 6000rpm). That's with an AFR target of 12.5:1, mapped using my LM-1 on the road, standard Z7U with a chargecooler and same turbo as you, and a new type linear FSE regulator.

At 5500rpm and a bar of boost, that drops out as 980cc/min and near enough 2p every second in fuel

[stephendell]

I believe A610 injectors (337's) are still pretty good value from Renault

Yes, still around £40. Bargain.

Hi Martin

Yep, the adaptronic fires every 2 revs - simply to minimise metering issues with on and off times and wear on components. However, it is one of the very few aftermarket ECUs that can happily work without a concept of #1 - but which limits you to semi sequential or batched injection, and distributor based ignition only. You just tell it how many cylinders and what the trigger pattern is.

...all of which is just fine and dandy and only serves to duplicate the original setup.

I've been getting interested in hybrid hydraulic drive when combined with a turboshaft engine - so far I don't think anyone has done it (or if they have, they haven't written about it on t'internet!). The power-to-weight and efficiency available to that type of power source is so far ahead of a piston engine it's silly... plus it'll run on pretty much any liquid or gas fuel (a prototype Chrysler engine in the 60's was run on tequila just to prove the point!). The hydraulic storage solves the throttle response problems, but owners would have to cope with their cars sounding like a giant vacuum cleaner........! (but we all thought KITT sounded cool, right?!)

Who said anything about a turbojet ?

Hi Lee, the current clamp in Wari may affect the on time very slightly but won't make the injectors flow any more fuel.

I believe A610 injectors (337's) are still pretty good value from Renault, a tad more than Dave's 440's though, if you fancy waiting around... It least with the 440's, the tweak on the fuel map is a doddle. On my setup, the 440's are hitting 10ms at 15psi at around 5500rpm which is where a 214 would be topping out (20ms is 100% dwell at 6000rpm). That's with an AFR target of 12.5:1, mapped using my LM-1 on the road, standard Z7U with a chargecooler and same turbo as you, and a new type linear FSE regulator.

At 5500rpm and a bar of boost, that drops out as 980cc/min and near enough 2p every second in fuel

I suggested the current increase just to be sure that the low impedance injectors were being held open for aslong as they were asking to be held open. Sometimes 1.5A isn't enough, some odd things happen at high duty with low impedance injectors. It really stemmed from Lee's motor seeming to use 100% duty a little earlier than I expected from his 214cc's. But, I don't know the standard engine well enough to know what sort of HP to expect and what boost levels. If I was armed with that information I could have made a better guess as to when we'd have run out of injector.

Agreed, the 440cc if cheap enough is the way to go. BTW, just multiplying the ms in the map, cranking table, etc by 0.5 isn't all that's needed, in reality it can need some tweaking afterwards. Different injector styles, impedance, seem to play a small part too. Ofcourse, 0.5 gets you close enough to run usually.

Scoff.

Update on the Adaptronic .
It's running the injectors @ 1.9amps and I can now run 12psi .Haven't had any real problems on this new map
The crank pulley sensor does suffer from the heat being so close to the exhaust so some more development there .I've wrapped the exhaust locally and the sensor ,I still need to shield it better .I feel a Fray Bentos tin moment is nigh .................

great news lee, pleased for ya!

Don't you just love it when that box of ****e throws out little gems
Looking to make a heatshield for the crank sensor and looks what I finds on an old 25T-turbo


Like it was made for the job

Nice one! Does it work?

I discovered today that some copper brake pipe, sleeved in electrical heat shrink is absolutely fantastic for piping to the windscreen washer jet where the orignal rubber hose just insists on collapsing. Flaring the end provides the perfect nipple to push the connecting hoses onto as well..