• Content count

  • Joined

  • Last visited

Community Reputation

4,109 Excellent

About ajg193

  • Rank
    Standard ride height pls
  • Birthday 28/04/1994

Profile Information

  • Gender
    Not Telling


  • Local Area

Recent Profile Visitors

1,051 profile views
  1. Evel's 1969 Mk1 Escort

    Looks like the car has provided you with at least a few cents in one of those pictures, should almost cover the cost of rust repairs.
  2. Where is the drifting video you promised?
  3. I changed some settings in the tune, I found that at 4 squirts per cycle I was hitting areas where the pulsewidth was just too low to accurately deliver fuel (like 2500 rpm with no load on the engine). I changed it to 2 squirts per cycle so that the pulsewidth is now essentially doubled. I think that this has helped with that problem, and doubling the PW at idle is probably also reasonable as well as at 1.5 ms before I reckon it wouldn't have been far from the nonlinear region. I took the car on a good thrash through the hills to retune the VE map and whatnot. Shown in Figure 1 from the datalogs. Figure 1, VE map Don't worry about it being greater than 100 (colourbar is the VE value), these numbers are essentially a nondimensional scaling factor, that coupled with the fact that I am running lower fuel pressure than the injectors are rated at (I'm running 3 bar above manifold pressure). You can see above 5000 rpm it really starts to drop off significantly, but it peaks around 3500 rpm (I'd as that this is around the max torque point) I also used the Duty cycle values from the injectors to calculate approximate engine power, assuming a 100% duty cycle flow rate of 210 cc per injector, an energy density of 34.2 MJ/litre of fuel and a thermal efficiency of 25% across the board (which is a huge assumption, but I'd say is fairly typical for a petrol engine). The results of this calculation are shown in Figure 2 Figure 2, power curve The colourbar is manifold pressure (in % of barometer). This would give a peak power of around about 58 kW (79 ps/hp), and the curve pretty much perfectly overlaps the one given in the JDM Starlet brochure for the 4K-E. I'd say that the power is probably over estimated by about 5-10% but isn't too far off. I've also found that the car can now get up Hackthorne Road in 4th gear quite happily where I would have needed to stay in 3rd gear with the carb setup. Figure 3 shows a map of the pulsewidth vs RPM. The colourbar is the manifold pressure value. The line of points along the RPM axis/0 PW is where fuel cuts were active on deceleration. Figure 3, Pulse width map Figure 4 shows the observed AFR of the engine, mapped to manifold pressure and RPM. I'm generally holding around the 13.0 mark at full throttle and cruising at around 16.5. My idle AFR is currently a little high at around 14.5, I'll probably drop this down to around 13 as that seems to minimize any effects of heat soak if the engine has been sitting for 10 minutes or so. I probably also need to adjust the VE values on the trace route back down to idle as occasionally it will miss the idle and stall after a hot start since I changed from 4 squirts to 2 squirts (used to be good with my old map). I'm currently not running any EGO correction, I may enable it at some point in the future once I am convinced that the O2 controller starts reliably (I've been having issues recently where it sometimes doesn't output anything to the ECU, but I seem to have gotten it to work reliably again). Figure 4, Observed AFR What is interesting to see from the VE map/PW map is the general operating range of the engine, where it's pretty much all used below 3000 rpm but above that I am generally either fully on the gas or fully off the gas. Then there are some areas which are never hit, such as low RPM/low manifold pressure, or just about anything below 1000 rpm in general.
  4. "I don't need an Imp!" ... "I don't need an Imp!" .... .... "I need an Imp. And another Imp. I need all the Imps. #yolo"
  5. Mate. You've got a serious Imp problem. I think you ought to check yourself into a mental facility before you have the nation's entire stock of imp shells. /jelly
  6. Cletus' '68 Plymouth post car

    Really needs taller springs, you're just adding unnecessary weight. But a start is a start.
  7. Indicator lens is imp/mk1 escort. Hinge looks impish, as does the shot of the side. But that wiper looks too close to the hinge for an imp?
  8. Romans COD piece

    Are you using vacuum (or pressure assisted) infusion with your CF bits? They're looking a bit dry. Also, could I convince you of the wonder that is glass fiber? Significantly cheaper than CF and you'll get the majority of the weight savings with it, unless you really optimize the structure to its limits (which costs more $$ and time than you'd ever save). Fiberglass is also an electrical insulator, whereas CF will end badly if you mix it with electricity. /I'm a bit of a glass barry. But yeah, fiberglass doesn't have the same cool factor as carbon..
  9. Gonna be a rustwagon again soon. Damn salty puddles.
  10. Tortron's 3.8 Mayte fair dinkum Mitsi Ute

    What is the ID of that intake pipe you have (long bit with the 90 degree bend)?
  11. Mattts 78 E21 bmw

    Is this the one from the barn in Tai Tapu?
  12. Tortron's 3.8 Mayte fair dinkum Mitsi Ute

    I've got a stupid old Castrol oil can in my garage. It goes ting or tong all through the day, especially when you are least expecting it and are focused on a task. Scares the shit out of me. Never knew that the springing was actually called oil canning though.
  13. ajg193's 1983 KP61 Sprint

    I may just be sick in the head, but I'm sure these cars look better when they are high if they have Sprint rims.