Julian's '91 200 20vt

[88a5tq]

Rightio! I did this today in an attempt to bring down underhood temperatures dramatically. Time will tell me.

Also changed the oring on the dipstick and the car seems to run quite well in the lower rpm's. Maybe I found the cause of my stalling issue when engaging first gear. It was faaar too difficult to not be an intake leak in my opinion.

When I had to "modify" my wastegate flex hose to accept the s2 ebay exhaust manifold I had to remove an internal pipe from it which probably caused it to dissipate a cap load of heat through the very thin flex pipe into the engine bay. Just guessing but those flet pipe really seem thin on their own.

[88a5tq]

Can anyone provide some insight on why a 5 month old rear main seal would be leaking down through the bellhousing as well as oil showing on valve cover around the oil fill cap? I have ruled out the power steering reservoir as the leak. Also not coolant washing old oil off trans. I'm stumped except for a hunch that the CCV system is blocked or something failed in it. Thanks

Also, no, the mechanic who pulled the Trans for the clutch was not the same ham fisted mechanic that bent my 2 valves. It was done by a much more professional.... professional.

This leak began around the time I redid the valve cover gasket as well if that helps. It's definitely oil. Too much to be the transmission input shift seal. It went from zero to full blown leak in about 2 weeks (since VC gasket).

[AngryTaco]

check your PCV system for collapsed hoses. Pressure will force oil out seals

[88a5tq]

Thanks. Sounds crazy but I'm glad you confirmed that. I suspect a check valve is pressurizing the crank case on booooost.

Sorry about the truck man. Shitty for sure

[AngryTaco]

It's a hotrod, just the name of the game. Was bound to happen at some point. Certainly doesnt help with the motor having 176k on it and going from 300hp to like 450hp and going from factory rev limiter of like 5800 to 6500 lol

Let me know when you blow up that 034 hose. I make something quite a bit better

[88a5tq]

I'm definitely getting them from you next time. This one already started developing a tear under the clamp on the charge pipe.

I didn't find any collapsed hoses yesterday but I put my 2 spare CCV valves in after cleaning and oiling them for extra insurance. I fear something worse though.

Getting hard starting after using Lucas injector cleaner in a half tank this past week. Audischwagen and I have been combining brains on issues between both our cars recently and he helped me narrow it down to a leaky injector upon shutdown. After finally starting after a hard start, I get a puff of grey smoke that never returns during driving. I think the Lucas made it worse? I'm gonna run the tank down and use my favorite regane injector cleaner. Never an issue with my old cars using it. Anyway the car has NEVER ran better so I can't imagine anything mechanical taking a shit....

Strange first impression of the bluetooth module:
my lambda gauge pegs at 4.36 or something during high rpm's engine braking. No run-ability issues though to indicate the value is correct. Anybody seen this. I'm using a galaxy s4 for now.

[88a5tq]

Ya I can't imagine it's anything but a glitch as it doesn't waver or change even 1 hundredth but, and I'm trying to rwmember, but I think it will recover to normal values after about 4 seconds without throttle input maybe. I don't recall that # even being possible to read on any of my lambda gauges. It just seemed... retarded if I can still say that.

I think I fixed my CCV issue by putting my spare valves in. There's waaaaaay less oil under the car today even with the tremendous beating I put to it today. I think what's coming down is just leftovers that saturated the felt seal cover. IYa dramatically improved and I think my flush adjustment of the snub mount bracket may have contributed as well. It had probably 1.25" upward play before contact with the bracket. I'm blown away by how much more punah the power is at high rpm's now from the adjustment. It's a kick in the balls with the cams! I'm thoroughly impressed lol

[88a5tq]

Just typing to myself

[AngryTaco]

Sorry lol. I meant to retype my response as that reading would have indicated stupid lean, not rich. For some reason I was thinking lamda was based on 10, when it's actually 1. D d deeeeeeeeeeeee

[88a5tq]

Hah Ya I knew what you meant though. I had to cover myself so people didn't think I was losing my shit. Did I read in your intake hose thread that you were working on the weird macaroni shaped turbo inlet hose on the 3B? I would be in for that for sure in the long run

I don't know if people think my efforts on my intake look ricer but I'm seeing a drop from 26 C to 12 C at full boost. Now tell me that ain't functional as hell! that's only 10 degrees above ambient with the stock intercooler. ..

[loxxrider]

Pipe insulation like that really does make a big difference. Heat transfer is fast even with the air moving that quickly. I did some probing on my M5 with temp readings at the beginning of the intake path and then again at the throttle body. It was like 3 feet of pipe at most and temperatures went up about 50 degrees F over that length just due to engine bay heat transfer.

[88a5tq]

Wow I could absolutely see problems just as dramatic as that on the 3B with its intake/exhaust configuration. What's amazing is the 400 hp that m5 makes

[88a5tq]

I also wanted to tell all of you still running stock injectors (probably none of you lol), DON'T use Lucas fuel injector cleaner in these older sets. The regane cleared up my hard start completely once I ran the tank down that had the more viscous Lucas FIC in it. Just my opinion that it caused my problems!

[PRY4SNO]

I've only ever used Seafoam in the gas tank... never really trusted anything else. I'll have to keep an eye out for Regane tho

[AngryTaco]

Ping pong ball with drano in it tends to do the trick. Cleans everything right out

[88a5tq]

Gumout regane. I use the light colored (non-high mileage) formula because it makes me think it's less viscous than the darker colored variant because I'm stupid deep down

Taco, I picture you using it on an injector's feed end, or more likely the other end, like the old tennis-ball-car-door trick.

[88a5tq]

Right so my goddam RMS is leaking. My mechanic says if it only lasted 8 months then there must be something really effed up with the crank. This car got the royal treatment b4 me by a very wealthy old man. Stock all its 140k life. What are the odds that he didn't screw up the install and my "crank could be walking or the crank bearings are soo worn that there's now play vertically in the RMS" causing the leak? I just don't see the mechanical wear scenario being right.

I'm still investigating the CCV system. All of you who are familiar with the hose below, will me blocking off the port leading to the intake manifold (preventing high boost from playing a role) cause the valves to not allow crank vacuum to take place? Is my free flowing k&n filter not allowing as high a vacuum to occur? "Path of least resistance" and all that. The stock airbox surely made higher vacuum possible with its slightly higher air resistance, right? Thanks to anyone who chimes in

[88a5tq]

This week I am retuning my fuel VE table and the acceleration enrichment graph since my stock injectors were being stupid in low RPM's. The car stalled too often or encountered hard cold starting far too often for my taste and it was damaging my perceived opinion of how shitty my neighbor thinks my cars are . I HAD to put the used injectors in in an attempt to solve this embarrassing side effect of old injectors. One of the old injectors had a cracked tip cap also so that may have been jacking up atomization.

I also realized I didn't have the smallest meth nozzle JB welded to my charge pipe as I had thought. I was running piiiiiiiiG rich on the lowest pressure so that needed remedied also.

The new injectors are used with 10k miles with p/n D3165BA . I don't have ANY information on these injectors except for what is turned up on the racetronix website for that part number. Its a long shot that they are the correct injectors IMO. First of all, the measured resistance I got was 15.1 and 15.2 ohms compared to the website's reported 15.9 ohms. What the hell does that mean?! I was a little concerned about that honestly. Im thinking it could be my ohm meter from Harbor Freight just has a % error. The seller is unreachable at this time...

I am getting very strange behavior with these injectors at idle. I have my first 6 VE cells set to 87 in the idle region (3 tall and 2 wide) as that netted the most stable idle with the stockers. Sometimes the injectors provide 0.99 lambda at idle and will go clear to 0.88 without my injector ms changing. That is just odd to me. No changes to my enrichment or afterstart stuff or even changing the fuel VE numbers to lean(er) affect the lambda at the time unless I blip the throttle. When I originally put the injectors in, I was under the impression I could just change the req'd fuel based on the ratio of change in flow cc's. It worked out to a 25% increase in flow if I was following exactly as listed here: http://www.racetronix.biz/itemdesc.asp? ... BA&eq=&Tp= . That link doesn't even give me the injector dead time or ANYTHING pertinent to VEMS settings except for the estimated lb/hr flow rate. Anyway, I calculated the correct req'd fuel value and it was too low by about 8 tenths or more IIRC. way off. Also, my VE table became useless and Im in the middle of a complete remap. I admit that my old tune, though it ran incredibly, was never tuned for fuel VE with meth injection turned off. I am running with it off until I can truly tune fuel. One last note in VEMS. With my fuel VE set to 87 for idle, sometimes it is as lean as 1.09 lambda or rich as 0.88 with that left constant and warm turned off. Its completely different from the behavior of the old injectors in an uneasy manner.

Can anyone help or make a suggestion as to figuring out the injector settings? I feel those are more pressing than the VE table at this time. I just am unsure how to determine the finer details of these injectors and VEMS settings. For instance, my injector angle graph is 720 across the board and my injector settings are still what my base tune provided shown below. THANK YOU to anyone who can be of assistance. I mean that intensely.

[88a5tq]

I found this concerning the numbers for the inputs in the picture above:

"Rep injector I used Traditional Idel 860 rpm 0,192,4080,544"

Not the best English but I may try that 192 to see if it blows up my engine. From s2 forum

[loxxrider]

Where did your base tune come from? If it's from Marc, just leave those injector settings alone. They work for anything from stock up to 2000 cc injectors with no problem. If you're having issues, it's either the injectors or the VE table (or some other mechanical issue we don't know about). Sorry I can't get more detailed at the moment, but I'm quite busy. Otherwise, I'd compare your settings to what I know works.

[88a5tq]

Thanks Chris. I changed that rampup to 192 and things seem to have improved sort of. Glancing down at my lambda I saw the numbers were much closer to target than before. I did have to bump my entire VE table up +5 after the change. The cfg is from Marc. I had a cold start issue that cleared up after going to 192. the rest will probably be handled with the VE table.

[amd is the best]

Cold start is not addressed by adjusting injector settings...

I'd look into the Priming, Cranking and Afterstart page, the cranking enrichment page, afterstart enrichment and possibly the IAC ref DC while cranking page.

[loxxrider]

Agree ^^

[88a5tq]

Cool I'll give those all a look. If I recall now I did mess with the after start enrichment and cranking enrichment curves prior to my injector setting experiment. I guess I left them slightly higher than originally. The issue was enrichment only netted me 1.15 lambda upon cold start. It ran like a potato

[amd is the best]

That's the warmup enrichment table. Granted those fields are perfect when up to temp.