The 2TH PWR Track Car conversion
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^That's what Sasha says.. but I'm not convinced entirely. Session two was with bigger injectors, bigger fuel pump, upgraded MAF and 1000 more rpm programmed in.
How can temp get rid of 35 hp with better equipment?
Also, the car is trapping out all the straight aways at almost the exact same speeds as last year? Maybe I need to just drive awesomer. I'm tempted to just 1/4 mile it with no aero to see if it traps higher in keeping with the hp. Cheapest and most objective way to test that I can think of.
How can temp get rid of 35 hp with better equipment?
Also, the car is trapping out all the straight aways at almost the exact same speeds as last year? Maybe I need to just drive awesomer. I'm tempted to just 1/4 mile it with no aero to see if it traps higher in keeping with the hp. Cheapest and most objective way to test that I can think of.
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140psi ? seem low , unless its the result of those big cams that has quite a bit of overlap.
What did Sasha said about this ?
A leak down or "cylinder leakage" test is similar to a compression test in that it tells you how well your engine's cylinders are sealing. But instead of measuring pressure, it measures pressure loss.
A leak down test requires the removal of all the spark plugs. The crankshaft is then turned so that each piston is at top dead center (both valves closed) when each cylinder is tested. Most people start with cylinder number one and follow the engine's firing order.
A threaded coupling attached to a leakage gauge is screwed into a spark plug hole. Compressed air (80 to 90 psi) is then fed into the cylinder.
An engine in great condition should generally show only 5 to 10% leakage. An engine that's still in pretty good condition may show up to 20% leakage. But more than 30% leakage indicates trouble.
The neat thing about a leakage test (as opposed to a compression test) is that it's faster and easier to figure out where the pressure is going. If you hear air coming out of the tailpipe, it indicates a leaky exhaust valve. Air coming out of the throttle body or carburetor would point to a leaky intake valve. Air coming out of the breather vent or PCV valve fitting would tell you the rings and/or cylinders are worn.
A leakage test can also be used in conjunction with a compression test to diagnose other kinds of problems.
A cylinder that has poor compression, but minimal leakage, usually has a valvetrain problem such as a worn cam lobe, broken valve spring, collapsed lifter, bent push rod, etc.
If all the cylinders have low compression, but show minimal leakage, the most likely cause is incorrect valve timing. The timing belt or chain may be off a notch or two.
If compression is good and leakage is minimal, but a cylinder is misfiring or shows up weak in a power balance test, it indicates a fuel delivery (bad injector) or ignition problem (fouled spark plug or bad plug wire).
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That's for a compression test though the leak down test measures leakage.
A leak down or "cylinder leakage" test is similar to a compression test in that it tells you how well your engine's cylinders are sealing. But instead of measuring pressure, it measures pressure loss.
A leak down test requires the removal of all the spark plugs. The crankshaft is then turned so that each piston is at top dead center (both valves closed) when each cylinder is tested. Most people start with cylinder number one and follow the engine's firing order.
A threaded coupling attached to a leakage gauge is screwed into a spark plug hole. Compressed air (80 to 90 psi) is then fed into the cylinder.
An engine in great condition should generally show only 5 to 10% leakage. An engine that's still in pretty good condition may show up to 20% leakage. But more than 30% leakage indicates trouble.
The neat thing about a leakage test (as opposed to a compression test) is that it's faster and easier to figure out where the pressure is going. If you hear air coming out of the tailpipe, it indicates a leaky exhaust valve. Air coming out of the throttle body or carburetor would point to a leaky intake valve. Air coming out of the breather vent or PCV valve fitting would tell you the rings and/or cylinders are worn.
A leakage test can also be used in conjunction with a compression test to diagnose other kinds of problems.
A cylinder that has poor compression, but minimal leakage, usually has a valvetrain problem such as a worn cam lobe, broken valve spring, collapsed lifter, bent push rod, etc.
If all the cylinders have low compression, but show minimal leakage, the most likely cause is incorrect valve timing. The timing belt or chain may be off a notch or two.
If compression is good and leakage is minimal, but a cylinder is misfiring or shows up weak in a power balance test, it indicates a fuel delivery (bad injector) or ignition problem (fouled spark plug or bad plug wire).
A leak down or "cylinder leakage" test is similar to a compression test in that it tells you how well your engine's cylinders are sealing. But instead of measuring pressure, it measures pressure loss.
A leak down test requires the removal of all the spark plugs. The crankshaft is then turned so that each piston is at top dead center (both valves closed) when each cylinder is tested. Most people start with cylinder number one and follow the engine's firing order.
A threaded coupling attached to a leakage gauge is screwed into a spark plug hole. Compressed air (80 to 90 psi) is then fed into the cylinder.
An engine in great condition should generally show only 5 to 10% leakage. An engine that's still in pretty good condition may show up to 20% leakage. But more than 30% leakage indicates trouble.
The neat thing about a leakage test (as opposed to a compression test) is that it's faster and easier to figure out where the pressure is going. If you hear air coming out of the tailpipe, it indicates a leaky exhaust valve. Air coming out of the throttle body or carburetor would point to a leaky intake valve. Air coming out of the breather vent or PCV valve fitting would tell you the rings and/or cylinders are worn.
A leakage test can also be used in conjunction with a compression test to diagnose other kinds of problems.
A cylinder that has poor compression, but minimal leakage, usually has a valvetrain problem such as a worn cam lobe, broken valve spring, collapsed lifter, bent push rod, etc.
If all the cylinders have low compression, but show minimal leakage, the most likely cause is incorrect valve timing. The timing belt or chain may be off a notch or two.
If compression is good and leakage is minimal, but a cylinder is misfiring or shows up weak in a power balance test, it indicates a fuel delivery (bad injector) or ignition problem (fouled spark plug or bad plug wire).
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Car ran really great! Sounded meaner than ever, and I would say felt like it had lots of power. I'm leaving it like this. This was the most trouble free the car has been in a long time. Just smooth sailing.
That is awesome Mike, car sounds like a monster.
How do you like DDT now? Its not as fast as tmp but I always found it more entertaining with the elevation changes. Could use a repave at the bottom though.
How do you like DDT now? Its not as fast as tmp but I always found it more entertaining with the elevation changes. Could use a repave at the bottom though.
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Yeah everyone was coming over and saying the car sounded awesome. Sounded like an animal.
DDT is a lot of fun. But it's a very small very tight track and no one got any clean laps in practice it seemed. Everyone was complaining about it. I only turned 15 laps in practice and I'd say I maybe had 1 or 2 laps that were pretty wide open.
The other problem is sharing with the drifters. They toss dirt everywhere. And one drifter lost his oil drain plug. So there was a track of oil all across the highside of the track where the drifters play. In retrospect it didn't give me too much trouble but I found it did rob my confidence for a lot of the day because I didn't want to wreck my splitter.
There were a couple cracked up time attack cars that I saw. Slippery track.
DDT is a lot of fun. But it's a very small very tight track and no one got any clean laps in practice it seemed. Everyone was complaining about it. I only turned 15 laps in practice and I'd say I maybe had 1 or 2 laps that were pretty wide open.
The other problem is sharing with the drifters. They toss dirt everywhere. And one drifter lost his oil drain plug. So there was a track of oil all across the highside of the track where the drifters play. In retrospect it didn't give me too much trouble but I found it did rob my confidence for a lot of the day because I didn't want to wreck my splitter.
There were a couple cracked up time attack cars that I saw. Slippery track.