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Post by katana on Jan 9, 2015 21:05:50 GMT
air shifter re arranged slightly That'll work better - traditional mounting point. I was also going to point out the original short lever throw would have given the ram a hard time - fine with a nitrous shifter and 900psi but not air @140psi. Two problems cured in one solution! But has the ram got enough movement as it pulls, ie. up for up, in that configuration?
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Post by CHR15 on Jan 10, 2015 20:47:25 GMT
Stroke wise is good. Cylinder bottoms out with a bit of travel on the lever left - so the cylinder will always bottom out first.
Just need to make a proper mount for the top end
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Post by katana on Jan 11, 2015 12:30:51 GMT
Stroke wise is good. Cylinder bottoms out with a bit of travel on the lever left - so the cylinder will always bottom out first. Just need to make a proper mount for the top end That's the wrong way round! The cylinder ram should have movement left to ensure the gear lever has moved the most it can - lever travel varies slightly between gears, otherwise you'll miss gears as pressure decreases in the system - we used to lose / use 25 - 30psi of air in 4 changes.
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Post by CHR15 on Jan 11, 2015 18:13:30 GMT
Stroke wise is good. Cylinder bottoms out with a bit of travel on the lever left - so the cylinder will always bottom out first. Just need to make a proper mount for the top end That's the wrong way round! The cylinder ram should have movement left to ensure the gear lever has moved the most it can - lever travel varies slightly between gears, otherwise you'll miss gears as pressure decreases in the system - we used to lose / use 25 - 30psi of air in 4 changes. i did it like that because i was under the impression that trying to pull the gear lever against its stop in the gearbox with 10 bar behind the cylinder would more than likely bust something? theres enough adjustment in the cylinder rod to bottom the gear lever out first so i can always adjust it to be like that. that being said, i just did some quick maths - 10 bar + 15mm bore cylinder + 10cm radius pivot@90* = ~20Nm which isn't really very much i guess. anyway, todays progress; it was bugging me how to seal the tb's to the inlet stubs and then the plenum to the tb's. decided to cut down on one leak path by welding the tb's to the stubs. then the plenum can be anchored to the tb's ( which have lots of threaded holes and stuff. tb's were proper minging to weld, not sure what there actually made of but i dont think its designed to be welded to. stubs on a spare head welded on and fuel rail fitted to check everything is still square and spaced properly top tie rods, will be another two on each end at the bottom
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Post by katana on Jan 11, 2015 18:48:35 GMT
Brave man for welding those TB's - as you say Japanese alloy cheese could be anything! As long as you can get to the screws when in the frame (cos guaranteed you'll need to remove them once the engine is in frame) its a good solution!
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Post by CHR15 on Jan 11, 2015 21:24:10 GMT
yeah, its not too bad.
im gonna treat myself to one of those little 90* head drivers (for doing pilot air screws on carbs) to make it easier.
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Post by nitro on Jan 12, 2015 10:54:47 GMT
I would be affraid that the TBs moves a little bit, so the throttle blades don´t close correctly.
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Post by CHR15 on Jan 12, 2015 15:53:07 GMT
I thought they might, but I put a light underneath and shut the butterflies to check for light coming through a gap, and they all seal fine as they did before.
I preheated them in an oven before welded to try and stop any distortion.
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Post by CHR15 on Jan 24, 2015 20:52:19 GMT
brake caliper fitted up, new pads and bled. it operates through the front brake lever for the moment, just to give me a brake that's easy to use. i spent the afternoon trying to get it to run, the microsquirt is being a full on bellend for some reason, ive swapped from speed density to alpha-n with multiplicative map for boost. it fires up for a split second then dies. i think its something to do with the various enrichment options but i gave up today after it backfired and undid the sprag clutch bolt.
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Post by katana on Jan 25, 2015 13:10:46 GMT
Ah - the joys of base mapping / back fires and starter clutch nut spinning off! Mine must have undone 10 - 20 times before we 'lubed' its face with diamond paste - never undid ever again! Have you a base map for it or creating from scratch as I had to do with the Motec? Are you using a MAP sensor? - not keen on multiplication fueling for boost! Ignition sounds to advanced - what numbers you got below idle / at cranking?
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Post by slingy1052 on Jan 26, 2015 12:37:10 GMT
Ah - the joys of base mapping / back fires and starter clutch nut spinning off! Mine must have undone 10 - 20 times before we 'lubed' its face with diamond paste - never undid ever again! Have you a base map for it or creating from scratch as I had to do with the Motec? Are you using a MAP sensor? - not keen on multiplication fueling for boost! Ignition sounds to advanced - what numbers you got below idle / at cranking? Can't say I had any problems like that getting mine started on efi. You had it running spark only before didn't you Chris? Sure those stick coils are connected right? You running waisted or sequential? If waisted, pm me if you want an Alpha-n msq to start with though I am sure your more than capable of sorting it out. Cheers Jack
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Post by teaman on Jan 26, 2015 17:11:47 GMT
Instead of making electric trains and stuff, every person should have one of these, and their own personal lane.. Nice craftmanship..
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Post by CHR15 on Jan 26, 2015 18:30:32 GMT
i was lying in bed on Saturday when i realized what I'd changed. with the microsquirt all the enrichment options are multiplicative % so if you set 20% @ 10 deg.c afterstart enrichment for 300 cycles, you get the req fuel value * the ve table value * warmup value * 1.2 for 300 cycles, then it just goes back to req * ve * warmup except the warmup enrichment is on a different scale, on the warmup table, 100% is "do nothing" and 0% is the equivalent of sticking -100% in any of the other enrichment tables. so i thought i was making it simpler by ignoring afterstart and warmup by sticking 0% in all the cells. which was basically making it * all the fuel values by 0. when i put 100% for all the values in the warmup table it started working again. katana - when i say multiplication, it has 2 fuel tables. one is 0>100% throttle, the second is 100>250kpa, which gives you hybrid alpha-n. so it takes the first table and if the map is ever > 100kpa, then it adds the relevant second table value to the first one. @ jack - if you've got an msq i could try that would be mint. I'll pm you my email address if you want? i've bought tuner studio for android and got an rs232>bluetooth in the post, so i can ride around the work carpark whilst looking at my smartphone to see when needs adjusting. got a little video uploading as well.
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Post by katana on Jan 26, 2015 18:42:32 GMT
Gotcha! I had mine the opposite way round MAP as the main load table and TPS as a secondary. I figure boost and vacuum can vary quite a bit with same TPS site with varying rpm's. Whatever works I guess.
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Post by CHR15 on Jan 26, 2015 19:42:30 GMT
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