Dyno Session Eurotec 2011

[RobvdVeer]

here are mine. Note the flat max HP curve. I don't know which is which, but the fuel ratio goes wrong, AND the max HP is around 6000 RPM, not 5500.

scan1.jpeg (188.47 KiB) Viewed 2975 times

scan2.jpeg (187.95 KiB) Viewed 2975 times

[RobvdVeer]

here are mine. Note the flat max HP curve. I don't know which is which, but the fuel ratio goes wrong, AND the max HP is around 6000 RPM, not 5500.

I forgot to mention that this was the first and only run. There was no time to bench it again after all the filming was done..

[Admin-bloke]

here are mine. Note the flat max HP curve. I don't know which is which, but the fuel ratio goes wrong, AND the max HP is around 6000 RPM, not 5500.

I forgot to mention that this was the first and only run. There was no time to bench it again after all the filming was done..

That was because of the second vac line on that cpr which shouldn't have been on there.
It was on the altitude compensation hole on your particular cpr.... !

Shame you couldn't have done a second run after your mini reap

[RobvdVeer]

Nick,

Regarding my 2nd graph, where you see the air/fuel mixture goes down in relation to the RPM (vacuum). You said it was because the air measure unit was wrong and needed a Volvo one. But at that time you did not know that my CPR was being pulled the wrong way by that wrong vacuum hose. I agree, the only way to assert that problem is to do another rolling road, but don't you agree this may have been part of the problem?

EDIT: re-reading your post above, you are saying the same thing. I am just wondering if the swap for a volvo metering unit is really necessary.

[Admin-bloke]

Rob you could install an air to fuel ratio meter on your car and the accelerate it up like the rolling road and see what the difference is.

Without that second run we can't be sure, especially considering you had a duff injector too.

A rough guide is to take the car a garage with a co and hc meter.
Note the co and hc at idle (should be approx 2% co and <250 ppm hc)
At 3000 rpm the co should be half and the hc should rise above approx 500 ppm hc

A rougher guide is to look at the exhaust pipe exit.
It should be coated with a medium grey soot deposit (if using 95 octane unleaded uk spec)

I hope this helps.

If it drives better and is smooth and gives a good mileage you could leave it as is...

[RobvdVeer]

If it drives better and is smooth and gives a good mileage you could leave it as is...

It drives much much smoother than it used to do, especially on deceleration it not longer 'pop pop pops' like it used to do, which is caused by the injectors being fixed now. On the bit of 'good mileage' we'll have to see about that, because I've been flooring the bitch on the way back from the UK and that trip was no more than 200 miles on a full tank. I guess I'll have to 'reset the clock' on that and resume normal driving to get a proper mileage reading.

[Admin-bloke]

I wonder if the "pop pop pop" you had on deceleration was caused by the throttle plates closing causing a higher vacuum in the inlet manifold that increased vacuum at that point on the CPR causing mixture to go way off.....

Just a thought in hindsight...

If you are flooring it everywhere I am assuming that it is running a jell of a lot better and you had a great reap at eurotec !!!!

[RobvdVeer]

I think the pop pop pop was caused by the injectors not closing properly.. And yes the CPR vac was really messing things up. I am still surprised I managed to get the car running. This may have something to do with the over-rich setting..

suffice to say i will not change a single thing for a while, just to properly measure the effect (no pun, gez).