Popular Post Rookie Posted March 27 Popular Post Share Posted March 27 Yo, Long time no see, I figured that because im about to embark on phase 2 of this heap that I should probably make one of these. Anyway, I needed a new daily so I went shopping and found this sweet 82 long bed, I was after a long bed specifically as I needed/wanted it for my shop truck to haul choppers round with. The 350 had a sweet cam and gear drive so it sounded cool and had the requisite chop chop but the 4km/l fuel consumption meant that the daily part of the new car purchase didnt work quite so well. Luckily I had done my due diligence before the purchase and also bought a 2005 Mercedes Benz E320 cdi. Anyway @98cc hit me up and said he wanted to come visit so I put him to work and we pulled the 350 out and swung the OM648 in. Then at some point a @peteretep came and visited so we did some more work, anyway, I had a deadline, I made it, the truck got its maiden voyage with its new motor around Norway chasing a bunch of bikers, good times. Basically the rundown of the swap were: OM648 3.2l inline 6 diesel, the same one the Blacksmoke Racing dudes use. Baldurs Control Systems DID1 stand alone ECU 722.6 Mercedes 5 speed Auto with lockup OF Gear TCU 3 inch intercooler Built 10 Bolt with 30 spline axles, 9 inch housing ends and bearings, Eaton Trutrac and 3.08 gears. At this point it turned into my summertime daily and did truck things Then doing the usual facebook marketplace thing late at night I found a truck camper for sale, so of course I had to have that... At this point I found the limit of the 1/2 ton suspension so with the camper and the 6/8 drop that it has, so I had to do something, I made a bag over leaf setup in the back to help with load carrying capabillity. So about here is up to date, the engine swap is legit, it now gets 14 km/l and will happily cruise at 120 on the highway, because of the 8 foot bed it hauls all manner of things without asking, and does a skid. Discussion 52 7 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted March 31 Author Popular Post Share Posted March 31 OK, so this is where the story of how my current situation came to be. I was pretty happy with how the truck ran, towed and hauled, but if we rewind to summer last year, I took one of my mates here to see the Malmo race day of the Swedish event StreetWeek, which is a drag and drive event run every year throughout different routes in Sweden. Anyway we floated the idea of participating, I threw it out there that we should use the truck, then I thought a bit more, decided I didnt really want to turn my daily into a drag car, then we ummed and arhhed about buying a 25.5 rolling chassis doing a sloppy LS and going for gold, but the rules to get modified cars street legal (requirement for running StreetWeek) here are dumb so we then put a pause on that idea, at that is bascally where we left it for 6 months. Anyway so I was just randomly doom scrolling Insta on a sunday night and there was a post about getting ready to sign up for StreetWeek on the coming Tuesday.. So I hit up old mate and said, shouldn't we just try and get a spot then figure out the rest after. Tuesday rolls around and I'm sitting at my computer like a Swifty trying to get a ticket, and low and behold we got one. So now this summer we are doing a drag and drive event that will take us some where 5 hours north of Stockholm. One issue though, the truck whilst a great daily does not a drag car make... Enter Phase 2. Basically to get 500 hp out of one of these things isnt too difficult. The formula is pretty tried and true: Big HPFP custom Injectors, and enough air to burn all that diesel effectively. So out came the Injectors to be sent to Diesel Mekken in Sweden, they should flow around 185mm3 @ 1400uS when I get them back. Next on the list was to remove all the things that we wont be using, and seeings as I already had the injectors out removing the rocker cover makes modifying the front cover for the 400cdi pump easier. The gasket was also leaking so it was a no brainer. This is what I found, notbad.jpg for 500,000km It is almost as if Mercedes themselves planned this, because the holes are all there to mount the bigger pump, just a matter of a bit of a trim on the front cover and everything bolts up. After removing one of the idler pulleys and trimming the oil filter and thermostat housings the everything is good to go. So all in all a win. Next on the list is building the new turbo manifold, it is going to be a compound setup with the HX40 over the stock GT2356, so hopefully I dont lose too much drivability. 32 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted June 25 Author Popular Post Share Posted June 25 Ok, so the thrash was real and no updates can happen whilst under time pressure. Plan was to get it going for my MC clubs year trip and use it as a sweeper vehicle, long story short, we made it... The basic idea is to put the HX40 compounded over the stock turbo, the goal was to keep the stock drivability but be able to max out the 400 cdi pump. I quickly found out that the C10 engine bay is designed for a SBC and not a Mercedes Diesel with compounds, but never the less these go here... 23 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted June 25 Author Popular Post Share Posted June 25 Quickly add a few sch40 stainless T's and bends, then call it a manifold. Once I was satisfied I could actually make everything fit I got to welding it up. 21 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted June 25 Author Popular Post Share Posted June 25 It was about here that the wastegate showed up. I decided to go for a 50mm VS Racing gen3 wastegate, mostly because I really like the idea of the piston instead of the diaphram, since I will be controlling it with emap then it seemed like it would be more robust. So I'll just put that here... BTW Don't @ me about the manifold design, things fit where they fit ok... We also pulled the head so we could do valve springs, it seemed prudent with the impending boost. These things have a o-ringed oil port for the turbo feed, so I made that little adaptor on the front of the cylinder head so I could use the stock oil pressure sender and have a better place to take the oil feeds from. 15 1 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted June 25 Author Popular Post Share Posted June 25 Start plumbing all of the 1000 lines up, it is starting to look like a thing at this point. At around 5 pm the night before We had to leave then this happened... This is what it ended up looking like. 19 1 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted June 25 Author Popular Post Share Posted June 25 Around 11 pm everything was back together and a short test run proved that all systems were go. BED TIME... Early the next morning everything was loaded up and with Alan Jackson on the radio I set off to meet the boys for our 5 day trip around Sweden. Everything was great on the first day, turbos were boosting, beers were drunk and all in all a good time was had. At some point We had bought some Drag Radials from a dude around Stockholm, I got ZEB to pick them up for me, and I had mentioned that if everything was going well then we could come and get them, so we woke up early and hit the road for the 5 hr each way road trip. all in all it was going well, I had the laptop hooked up datalogging and all was good, we stopped for some diesel and I let my buddy drive, the pull onto the highway from the gas station proved too much for the heater core, which promptly exploded and dumped water into the cabin and vents. We stopped, by passed that and fixed a diesel leak while we were at it, and continued on our way. With me on the laptop and old mate driving we made headway on the tune, with each page up producing school girl giggles and soon enough the 3 bar map sensor was showing 3080 mBar and the egt was 950 degrees in the datalog. All was good, until around half an our out of our destination when the dreaded manifold tick reared it ugly head, not entirely unexpected as I hadn't had time to surface the manifold after welding but it turns out I had a lot to learn about turbo manifold afixing. Anyway, we limped back to base camp and pulled the turbos to try and fix the leak. It ultimately turned out unsuccessful, but we tried, we limped the rest of the trip and at some point the lift pump relay gave up the ghost, so with that bypassed and many more beers drunk we made it home. With only 2 weeks until street week pressure is on, but it seems as if things are do-able... 32 3 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted September 30 Author Popular Post Share Posted September 30 OKey Dokey folks, buckle up, I've finally pulled finger and have decided to share my tale of StreetWeek 2024. Be warned now, this will take some reading, and, due to the nature of drag and drive, not a lot of photos got taken. For those of you who don't know StreetWeek is a 1/8 mile drag and drive event held in Sweden every year, it encompases 7 days, 5 drag strips and around 1500kms of transport. This year was the route called "The Central Swing". Coming into the event we knew which race tracks were on which days but the transport route is set on the day and so you dont really know where or how long the drive is. StreetWeek differs a little from the American drag and drives in that, aside from the first day,the racing is from 14:00- 21:00 with the days checkpoints being released at 19:00. as opposed to dragweek et al running day time drags and afternoon drives. Aside from the hell week leading up to departure, where everything was pushed to the last minute, everything went to plan, ish... We got around 80-90% of my to do list completed, but kick off is kick off so we had to go. Day 0: Getting There... The first race day was at Mantrop park, and I live in Sorø, so the first I had to pack up the camper and roll out, drive through Copenhagen and pick up my Co-Driver for the week, Philip was the dude that was in the truck with me for the last adventure so all things considered he knew what to expect... ish. I left home at noon, scrutineering closed at 21:00, we had at least a 6 hour drive, things were tight... So aside from fixing the exhaust manifold leak, one other notable modification we completed was the fabrication and installation of some homebrew Caltracs, this also ment thay navigation of inner Copenhagen with their perchant for bus sized speed bumps tricky and I ended up getting beached on one, and at the same time the shifter linkage fell off the side of the gearbox. So here we are, stuck on a speed bump with no ability to select reverse to get off it, in the middle of a busy street in downtown Copenhagen. My stress levels were peaking, this was not the start to the trip I needed. Luckily We had all of the tools and everything we needed, so I pulled out the jack and got to work, not without being told how I wasn't allowed to stop in the middle of the road multiple times... Anyway, a bit of safety wire and a boot full of throttle and we were free to carry on our merry way. From here it was acutally pretty smooth sailing, apart from getting laughed at by the Swedish boarder guard when I told him that I was going drag racing in a campervan. One big plus to the camper is that at highway speed you are basically an inertia dyno, so tuneups can be easily adjusted as needed! When we were within 1½ hours of Mantrop this happened... We ended up getting to Mantrop at around 20:00, in the pissing rain, with only one hour left to get the car scruitineered we husstled the sign in process and got in the queue. This is where our luck begain to change. because it was raining, and we had the camper on we couldn't fit in the inspecton hall, and the scruitineer wasn't all that keen to lie in the puddles to check the car we basically got teched without issue, he did pull us up on the rubber valve stems in the drag slicks, which is apparently an old rule, but he let us go due to being slow. we were teched to run up to 140 kph in the 1/8, faster than that an we needed a engine diaper. With tech completed we got our armbands and stickers and found a spot to sleep for the night. 27 3 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted September 30 Author Popular Post Share Posted September 30 Day 1: Mantorp Park We woke up to the sound of methanol big blocks and sunshine so all was good. We showed up to the drivers meeting at 08:00, which was in Swedish, so I didn't catch any of it, and then the track opened for racing. Leading up to the event Philip and I had spent a lot of time speculating about the other cars in the Diesel class, we all got a magazine before the event and in there we were clearly the slowest diesel car out of the 5 entrants. But between ½bad luck and poor time management only 2 of the theoreticaly fast diesel cars showed on the day, and one of the had only been started for the first time ever the day before, unfortunately the diesel class turned out to be a bit of an overflow for the other classes when the real racecars didn't get finished on time. Due to running out of time there were a few items on the to-do list which needed to be completed, one was an oil change, I hadn't changed the oil since I had done the motor swap so that was a must have, the second was I needed to change the plumbing to the line lock solenoid, unbeknownst to me, they are not solenoid activated valves, but rather solenoid activated one way valves, and as I had plumbed it into the rear brake line instead of the fronts I needed to plumb it up backwards. So with those two taskes complete we set to putting the slicks on and setting the preasures. This is where things got a little funky, I went to set the tyre pressure and one of the drag slicks had no valve in the valve stem... Weird, but anyway, went to the race directors office and bought some of the steel valve stems we needed anyway and stole the valve out of that. For reference it had 15 psi in the tyres, 15 psi in the airbags, and the Caltracs were set to light preload. So with the Truck setup as best as I could guess I queued up. The first pass was notbad.jpg, going into it I thought running under a 10 would be a good starting point and off the trailer it went 9.15@118 with a 2.0 60' So I queued back up and ran again, this time with a much better burnout. This resulted in a 8.81@121 with a 1.90 60',we were stoked with that and packed up for the day, got the check points and rolled out. at 21:00 we looked up the days results, and we were in 2nd place in the Diesel class. 32 4 Quote Link to comment Share on other sites More sharing options...
Rookie Posted October 1 Author Share Posted October 1 . 6 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted October 1 Author Popular Post Share Posted October 1 Day 2: Dala-järna We rolled into Dala-järna around 00:30 and set up camp, had a kip and woke up fresh for a day of racing, on the drive I had given the fuel and boost tables a bit of the old page up action and I was keen to see how this would play out on track. Dala-järna is an unpreped airfield so I knew that we wouldn't be as fast as the day before, but never the less, I riding high on the success of yesterday. I queued up and did a good burnout, things felt good and I stalled it eup, let rip and it felt good, easily as fast as yesterday, so you can imagine my disappointment when Philip handed me a time slip for 11.35... So I queue up again, Dala-järna had a weird system where it was a single line and split into two right at the burnout box, so it seemed to be hugely long but it went quickly. This run it was a red light... So I queued up again, 10.87... and again, red light... By this point I was extremely frustrated, I even call on a few of the other races to help figure out what was goin on. I queued up again, and another red light... This time though Phililp videoed the whole thing, and it became immediately clear what was happening, the 4" exhaust that exits behind the front passenger tyre was bellowing black smoke and tripping the beams. So i jumped on the laptop and changed the control stratergy so that the dump valve would only open when the undriven wheel speed was 3kph. Queued up again, but this time it pushed through the beams and we got a 10.30, better but still not good. One more time, 9.41@127 with a lousy 2.25 60' good enough for 3rd place, and after the shit fight we had we were more than happy to pack up. By around 21:00 we were ready to hit the road, we got the check points and put them into google, we were in for a long night... Basically as soon as we left we could hear something wasn't right in the diff, there was a metallic rubbing noise, but due to the distance we had to cover we ignored it for as long as we could. After about 45 minutes we pulled over next to a lake and inbetween being eaten alve by mosquitos we figured out that the cage in the drivers side wheel bearing had left the chat. We tried out life lines, and got the nummber for Lennart from Gibb performance, who was following StreetWeek around with a truck full with rear end components, but the time was around 23:00 at this point so I guess he was in bed already. At this point we were around 40kms outside of Mora, so we made the call that we were going to limp there, travelling at 30kph gave us time to figure out a plan, and we made the call that we should park at the tyre shop, as they opened first in the morning and their facebook page had some photos of race cars. We got there, parked up and set the alrams for 05:45. We got up in the morning and met them as they were coming into work and whist helpful they didn't have a lead on a bearing. The did suggest that 50kms away there was Proshop which dealt in American junk so not all hope was lost. There was still a bit of time to kill and seeings as the wheel bearing was just a skf ball bearing, we decided to drop into the John Deere dealership and see if there was any luck there, but to no avail. The guys at the tyre shop had pointed us to the Swedish equivilent of Repco, so we started making out way there, on the way there we stumbled upon a place called MECA, which turned out to be a bit like BNT, more aimed at workshops with tools and parts and things. So at 7am, fithy, running on instant coffee an around 5 hours sleep, I rocked in there and asked in English ( Swedish is NOT Danish) if they had a wheel bearing for a Ford 9", to which the old guy behind the counter replied "The 80mm one?", it was at this point I knew I had my guy. After a bit of computer work, some looking in the physical parts catalogue, back to the computer, it turned out they had three, a pair and one other brand, I was a bit scared that this might be an ongoing thing so I bought all three. I asked if it was fine if we changed it in the parking lot and that was ok by them. So we got to work. I cut the old bearing off with the angle grinder and using the armco as a work bench I started hammering the new one on. After ½ hour I decided to ask if they had a press, and it turned out that the old guy had a tractor workshop 3 km away, so I grabbed the axle and jumped in his car. it took around 3 minutes to get it fixed up and ready to go. Turned out old mate only worked part time at MECA to keep the tax man happy and from 11-late he worked under the table fixing tractors for the local forestry industry. If you ever read this Neils, you saved the day, thank you! We jammed the axle back in and hit the road, it was around 10am and we still had quite a journey ahead of us. We made it to the first checkpoint just in time for lunch, so we had food with some of the other StreetWeekers and carried on. We made it to the second check point and everything was still good. it was about here that it started being very mountainous, and I began wondering where they would fit a drag strip... Turns out Sundsvall Raceway is an old coldwar air stirp that is on the top of a mountain, the gravel road leading up to it didn't really let on to the excellent track that awaited us. 27 2 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted October 1 Author Popular Post Share Posted October 1 Day 3: Sundsvall So after the morning thrash with the wheel bearing we were pretty keen to get a run on the board and then re-evaluate the situation, maybe even take it easy we were in 2nd overall in the class so no stress right... We were a bit late after the drive and seting up the pits etc but no worries, got everything sorted, even ended up zip-tying a rag in the drum to catch the oil from the destroyed axle seal. got queued up in a mint Swedish summer day. First pass went well, around a 9.13@125 with an ok 60'. Good enough, or was it... I had the crazy idea to rearange the boost lines and put some boost onto the top of the wastegate to help it stay closed, up until this point it was just disconected and using the emap to blow it open. To aid with control I wired the wastegate on the hx40 closed and routed the boost to the top of the gate throught the boost control solenoid so I could have some control over it. To start with I ran it at 50% duty cycle, lets see what happens... As a side note you can see the dump valve stratergy still working a cham. Turns out that was the right thing to do, it cut a 8.76@130, with a 2.0 60'. I came back around and the lanes were empty, so I had a quick squiz at the logs and everything was GOOOOD, so I bumped the duty cycle up to 75% 8.63@131 2.0 60' , ripper, that put us into 1st place in the class. But the lanes were still open, and there was more duty cycle to be had. lets see what 100%can do... This is how I ended up being towed back to the pits... This is the diff over leaf kit i was using, and due to the funny laws in Denmark around modifying cars I hadn't welded the leaf mounts to the diff, they arent ment to be, but then they aren't made for drag racing either. Turned out that on the launch the axle had rotated in the u bolts and torn some of the spring perches off the axle tubes and munted the cups, broke the rear driveshaft u-joint, which then broke the front driveshaft u-joint, all in all a big mess. The mercedes part of the driveshaft was the difficult part to source, so we got to work asking around the pits if there was any local driveshaft shops that we could coax into action, we got a few leads, but upon walking through the pits, I saw Frederik, one of the other diesel class competitors, who to be quite frank was having a shit of a time, he was runing an old Mercedes with a nastier version of my engine and trans combo. the first day he broke his diff, the second day he had the same issues as me with the timing light, and as it turned out he had broken his gearbox on the drive and had spent all day fighting with it, he was beat, and out. I politely asked him what he was doing with his driveshaft, and he said that if it would help me finish I could have it, so the difficult part was sorted, then I rolled up to the gibb performance truck and after a few trips back and forwards to figure out exactly what it was I was running, I got all of the bits I needed, ok so time for dinner and then get into it. So this is where things got a bit tricky, I had my tig, and I had a generator, but the generator couldn't run my tig, so I hit up Martin in the Hotrod next to us and I could use his generator, but it had swedish plugs on it so I couldn't plug in my tig, so then I borrowed his tig, and his generator couldn't run that either, but luckily the team to the other side of us had paid for power, but that was 50m away so then I had to scrounge 50m of swedish extension cords, which we managed, and so finally the whole operation was under way. btw because of the late start time this all occured at around midnight, thankfully we were so far north in Sweden that we basically had the midnight sun, and there was only a period around 02:00 that we needed torches. But we got after it, beat the spring perches back into shape, welded them on, reset the sway bar and caltracs, assembled both driveshafts and got it back on its wheels, we finished at around 04:30, I had the bright idea that we should have the first hot shower of the week and so we hit the sack, set the alarms for 09:00. After the most peaceful 4 hours of sleep in my life we woke up, packed up camp and hit the road after the days checkpoints. 33 10 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted November 5 Author Popular Post Share Posted November 5 Day 4: Söderhamn After the all night thrash and short drive that went without a hitch, as well as sitting in first place in class we were riding pretty high coming into Söderhamn, that was to be short lived... The day before one of the competiors warned me about the weather forecast, saying that there would be rain rolling into Söderhamn in the evening so we should aim to get there and get a pass in. With that in mind we rolled in and quickly set about removing the camper, setting up the pits, changing the tyres etc. We got all that done, and we queued up around 15:00, not bad considering the day before's events, I got to the burnout box, did a skid and then got told to reverse out as I had spilt some diesel... This hadn't been an issue all week so it came as a bit of a surprise, we hurried back to to the pits and gaffer taped some rubber gloves around the tank breathers, which seemed to be to be only place that it could come from, and queued back up. Around 10 cars from the start line it started raining, and it didn't stop raining, so we sat there for 5 hours in hope that we we might get a pass, around 20:00 it started easing, and they were out on the track trying to dry it, but at 21:00 racing closed and we still hadn't got a pass. Unfortunately being at the track, but not running means that you get a 60s timeslip for the day, so we went from first in class to last in class. Bummer. So we sat in the camper and drank 3% Swedish beers and contemplated our defeat. Thankfully Thursday was a transport day, so we had a full 36 hours to get to the next racetrack. 20 4 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted November 6 Author Popular Post Share Posted November 6 Day 5 & 6: Laxå As mentioned before there was a transport day, but we made a bee line to Laxå and set up camp. Over the week we had noticed that the exhaust manifold had began leaking again, when I installed it I didn't use a gasket and just used loctite 9100 as recommended by BSR. It turns out it probably would have been fine if my manifold design was different, but that is a tale for another time. We decided since we had time and not working on the truck was boring that we would fit a gasket in the hopes that it would seal, so out came the turbos and In went the gasket. At this point another of our friends had come and joined the shenanigans, so with the turbos all buttoned up we got to emptying some beer cans and with the light at the end of the tunnel visable we started to relax. We woke up the next morning to a mint day, and as the car was ready and racing didn't start until 14:00 then there was time for a good feed and coffee in the sun, highly enjoyable. 14:00 rolled around and so it was time to suit up, get in the queue and do a pass. During the driveshaft incident the tailshaft speed sensor got wiped out, so I had to return to using the internal speed sensor in the gearbox, which is sub optimal, but workable usually, but turns out for drag racing it is more sub optimal that usable, the gearbox was doing all sorts of weird things, not shifting back to 3rd after the burnout so the whole pass would be in 3rd, or shifting back to 2nd at 130 kph, and all sorts of shit, so after 4 or so passes I decided not to push it, we weren't in contention for anything any more and we had a long drive ahead of us, so the call was made to pack it up and enjoy the racing. The track at Laxå is a totally virgin airfield, so the best pass of the day was a 8.96@130 with a 2.33 60' not good enough for the fastest pass of the day in class, but close. Overall if we hadn't have got the 60s slip in Soderhamn we would have got second probably, but no point in crying over spilt milk. This is the joker that won the whole event, in this pass runing the track record of 4.99 @ 234 with a 1.24 60' as @Testament would say, notbad.jpg This is the dude that took out the 10.5 class, 5.21@ 224 with a 1.30 60' And everyones favourite, 6time the Norrlands Asconda 5.47@215 We ended up staying the night at Laxå and hitting the checkpoint on the way to the finish line the next day. 11 2 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted November 6 Author Popular Post Share Posted November 6 Day 7: Mantorp So we packed up and hit the road to get back to the starting point, there was a prize giving and sit down dinner. TBH it was a bit of an anticlimax after the week we had endured but it was sweet to finish up the week in one piece. In the end we came away with an award for the best transport car setup, the organisers loved that we were carting the house around with us, and we were the first truck camper setup that had competed in Street Week, so while we didn't come away with a place we did come away with a bunch of memories and a hell of a good time, as well as the new friends we made along the way. After dinner we hit the road and knocked out the last 6 hours to get home. To say work on monday was a drag is an understatement... 22 8 Quote Link to comment Share on other sites More sharing options...
Popular Post Rookie Posted Monday at 08:51 Author Popular Post Share Posted Monday at 08:51 So once I got home and decompressed a bit I got to thinking about the compound setup, It didn't work quite as I would have guessed. Bypassing the small turbo just meant that the small turbos compressor became a restriction to the big turbo, not only that but then you ended up with much less bottom end than possible, The small turbo is the stock 320cdi item and as such is a vnt, this ment that I actually already had very good control over the exhaust, So I ended up plumbing all of the boost to the top of the wastegate to hold it closed. It was around this time I listened to the HPA podcast with ShaneT talking about the mazworks compound drag car and he found the same thing with that, so at least we had a direction to head in. Around this time I heard that the local tuning shop was running a dyno day so I got to fiddling, and with a bit of street driving and tuning I managed to get the boost table to the point that there was effectively no error, and a peak boost of 3.7 bar in the Race mode. So with that done I headed to the dyno day, I had a feeling at Streetweek it was around 350whp, because it ran 130 in the 1/8 and I guessed it weighed in at 4250 lb, but now it had an extra bar of boost in it and seemed noticably quicker, expectations were high. When I got there is was the usual mix of euro trash that show up to these events, with a couple nice volvos and a w124 I wouldn't mind owning, but I put it on the dyno and it was a bit of a mess, the torque is pretty brutal so it flashes the converter pretty hard, basically once you get on it it just jumps to 4000 rpm and then it pulls from there, but old mate didn't know what to expect so he stopped the run at 4400 rpm, so then I told him to go again, but now the intercooler was reasonably heat soaked and I think he got a fright be cause the next run he only gave it 80% throttle... Anyway it put down 390 hp and 924 Nm at the wheels at only 3.4 bars of boost which I thought wasn't too bad. Recently I have been fighting low rail pressure, but I think I found it yesterday, the hp fuel pump in the surge tank wasn't running because the nuts on the bulk head connectors had come loose after 2 years. I think over winter I will rebuild the manifold in mild steel to try and combat the warping and to remove the wastegate, that and fit a real intercooler because the chinese one isn't good. Oh, and I bought a nitrous system... 10 6 Quote Link to comment Share on other sites More sharing options...
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