Another day at the track...
- Thread starter driller
- Start date
driller
El Presidente
"User-1" graph is MAF voltage. What concerns me is the AFR graph.
Yes, I thought about fuel... especially since the "low fuel warning" came on the last run. I never had such an issue previously but then again the car was never launching as hard as it does now. So maybe it was just not enough fuel in the tank?
I believe I can rig up a pressure transducer and log fuel pressure. That's the only way I know to find out.
Yes, I thought about fuel... especially since the "low fuel warning" came on the last run. I never had such an issue previously but then again the car was never launching as hard as it does now. So maybe it was just not enough fuel in the tank?
I believe I can rig up a pressure transducer and log fuel pressure. That's the only way I know to find out.
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KStromberg
Vortech kicked in yo
Perhaps the car is going into closed-loop?
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that sounds like what i would do.
KStromberg
Vortech kicked in yo
Well, what # injectors and how big of fuel pump?
I'm sure you're running more than 24# to the injectors right?
I'm sure you're running more than 24# to the injectors right?
driller
El Presidente
Exactly the opposite issue on the dyno - the rpms went UP indicating the converter unlocked.
BUT - now that you brought it up...
Maybe the converter is NOT locking until the end??? :roll eyes:
That would make perfect sense... 2 problems. Low fuel pressure AND converter issues.
This video just released...
http://youtu.be/TmO-CoDLROg
BUT - now that you brought it up...
Maybe the converter is NOT locking until the end??? :roll eyes:
That would make perfect sense... 2 problems. Low fuel pressure AND converter issues.
This video just released...
http://youtu.be/TmO-CoDLROg
KStromberg
Vortech kicked in yo
Dude, that video is WICKED!
KStromberg
Vortech kicked in yo
It's like watching a preview to a killer movie! Love the soundtrack too. It definitely puts a burning fire into my soul for the true Supercoupes that are out there. One of the guys in that video taught me a lot of what I know today.
driller
El Presidente
Update... upon further review and consultation, we will be installing a new high stall lockup torque converter this off season.
Apparently, this has been an issue with the car since the new motor setup as evidenced on the initial dyno tune session. With the car on the dyno, the converter starts out locked up at light load and cannot hold the power at WOT in third gear past 5000 plus rpms. On the track, the converter starts out unlocked (there is no lockup in first gear), cannot even attempt to lockup in second gear and only tries to lockup in third gear at the far end of the track once the torque starts to decay.
So basically the car is just 'blowing through' the converter. The new torque converter will be built at the same high stall rating and have a multi-disc lockup clutch compared to the current single disc setup.
I'm already salivating to see what the Blue Flame can do once this lockup issue is resolved, at the track and perhaps on a dyno.
Apparently, this has been an issue with the car since the new motor setup as evidenced on the initial dyno tune session. With the car on the dyno, the converter starts out locked up at light load and cannot hold the power at WOT in third gear past 5000 plus rpms. On the track, the converter starts out unlocked (there is no lockup in first gear), cannot even attempt to lockup in second gear and only tries to lockup in third gear at the far end of the track once the torque starts to decay.
So basically the car is just 'blowing through' the converter. The new torque converter will be built at the same high stall rating and have a multi-disc lockup clutch compared to the current single disc setup.
I'm already salivating to see what the Blue Flame can do once this lockup issue is resolved, at the track and perhaps on a dyno.
KStromberg
Vortech kicked in yo
John, I'm glad to hear you are beginning to iron out some of the issues. I definitely see what you are saying with the converter and that actually starts to make sense now. You need MOAR converter, not MOAR stall, just MOAR converter.
Man alive, if you were having issues locking-up like you are saying especially with an open converter pretty much in second gear, I see a lot better ETs coming your way with a triple disc. And you thought those were just for blown cars!
Man alive, if you were having issues locking-up like you are saying especially with an open converter pretty much in second gear, I see a lot better ETs coming your way with a triple disc. And you thought those were just for blown cars!
driller
El Presidente
After talking to Alan at DirtyDog Performance, the stall speed is spot on what we were looking for - we simply need more lockup clutch.
The risk with multi-disc clutches is high revs. I've been told much over 7000 rpms and you risk grenading a multi-disc lockup converter. But after studying what data we have gotten so far, it is unlikely we need more than 7000 rpms the way the car is currently setup. The 1-2 shift is right at or just a tic over 7000 rpms. I need to bump up the 2-3 shift just a tad to peak at 7000. There should be a large gain with lockup in 2nd gear and a little bit more with lockup in 3rd gear.
I've had a couple opinions given to me that say the car may actually run mid to high 11s (based on running mid 12s with an 'open' converter).
I'm not so sure about that, but I do know the car was noticeably faster with lockup last year with the old motor. We tried leaving the converter unlocked as a test at a track rental and immediately went at least a half second slower (I need to find those timeslips). But if I can run 0.5 seconds faster, we can be low to mid 12s all motor with room in the tune for more.
I really wanted to go to NC this past weekend and run the car one final outing for the year but I couldn't see running the car knowing the converter wouldn't hold.
The risk with multi-disc clutches is high revs. I've been told much over 7000 rpms and you risk grenading a multi-disc lockup converter. But after studying what data we have gotten so far, it is unlikely we need more than 7000 rpms the way the car is currently setup. The 1-2 shift is right at or just a tic over 7000 rpms. I need to bump up the 2-3 shift just a tad to peak at 7000. There should be a large gain with lockup in 2nd gear and a little bit more with lockup in 3rd gear.
I've had a couple opinions given to me that say the car may actually run mid to high 11s (based on running mid 12s with an 'open' converter).
I'm not so sure about that, but I do know the car was noticeably faster with lockup last year with the old motor. We tried leaving the converter unlocked as a test at a track rental and immediately went at least a half second slower (I need to find those timeslips). But if I can run 0.5 seconds faster, we can be low to mid 12s all motor with room in the tune for more.
I really wanted to go to NC this past weekend and run the car one final outing for the year but I couldn't see running the car knowing the converter wouldn't hold.
KStromberg
Vortech kicked in yo
I really think you should play around with the short runner Cobra intake option also. I've read some material online that has shown some pretty good gains with the mustang guys that have ran them. Like 30-40 rwhp IIRC.
I've read some material online that has shown some pretty good gains with the mustang guys that have ran them. Like 30-40 rwhp IIRC.
driller
El Presidente
Key words being "mustang guys". LOLI really think you should play around with the short runner Cobra intake option also.
I guarantee there is not 30-40 rwhp with a short runner Cobra over the modified Gen1 intake I currently have. There may be some peak hp gains out there like that but they didn't have overall gains throughout the power curve anywhere near that.
I'm not against the idea however, but I don't want to experiment with it before we have a solid baseline to compare to.
mlschultz
Boost King
That sounds like a good idea switching out the tc, JP. You might want to find out exactly what Burbank did to compare to. He definitely figured out something with his short times in the 1.5 range.
lol IMO, 1.5 is like impossible with 4000+ lbs, stock 4r70w, stock irs, s-trim, slicks, and 410's. He must have some pixie dust somewhere, or a tc from hell
lol IMO, 1.5 is like impossible with 4000+ lbs, stock 4r70w, stock irs, s-trim, slicks, and 410's. He must have some pixie dust somewhere, or a tc from hell