Not for Nuthin' But Close!

[Nmbr1GMfan]

Originally Posted by Doug Hoven

Before I messed with the minimum spark tables, it was showing a decent amount of spark retard to the point where it was putting the timing back to where it was. With the minimum spark table set to 29 degrees, as soon as you mat the gas, it goes up to 29 degrees and stays there except for the shifts with no knock retard coming up.

Doug, I haven't used my HPTuners in a few years so I'm having trouble getting into the HPT tune repository. Waiting on e-mails from them on my license to see a stock file for this car, if I can get it I'll take a look to see if I can get more familiar. Good luck on an awesome project.

[Tom Meyer]

As with a street car with drivability issues there could be some of the same problems with your car. Sweep testing sensors with a meter could see glitches with your hundred thousand mileage plus car. We have seen small problems with map, tp sensor and knock sensor on the wheel dyno. I will tell you peek HP and torque are at 5500 and drop off big after 6000 due to the intake manifold. Also if you have not pulled the flex off the exhaust manifold you will see that it has a reversion cone at that connection. For some reason this motors do not like much timing. Tom

[Billy Nees]

Doug and I went to Cecil Co. yesterday for what will probably (not definitely) be our last T&T for the year. There was a good crowd but it wasn't packed and we made 7 runs. Doug tried a bit more timing and it didn't seem to like it so he concentrated on trying to take fuel out. He did switch it over to open loop to start removing fuel. Now, he was taking fuel out just a little bit at a time but the car kept responding. First 3 passes with the air getting warmer and the baro. going down were;
First pass, 15.262 @ 88.23
2nd pass, 15.250 @ 88.73
3rd pass, 15.221 @ 88 90
Doug had to raise the RPM limiter again as the car started bumping into it on the 1-2 shift (more on THAT later).
4th pass, 15.164 @ 89.10 !!!
5th pass, 15.159 @ 89.31 !!!
Now just a little something about the 5th pass, that just happened to be the ONLY pass that Doug has taken in the car. Oh, did I mention that he had a .020 light?
Darned punk kids have no respect for their elders......
6th pass, 15.188 @ 89.11
Last pass, really spun the tires, 15.268 @ 89.11.

Doug brought home my laptop to see if he can post some graphs, he said that I didn't need it anyway. Hmmmm.
Now about the torque management nannys, Doug DID turn them off BUT we are going to have to find some kind of a happy medium between them being completely off and making adjustments to the line pressure graphs. With the torque management off and the line pressure left alone, the trans starts "sliding" into gear instead of crisply shifting. But that's for next time.

[Doug Hoven]

Attached is a picture of the main spark table. I only felt the need to modify it from 60 kPa to 100 being that once you go to full throttle the map sensor reads between 98-100. I pretty much copied this table for both high and low octane mode so there is no way the car can change it. The other thing I did was modify the minimum timing table to have a minimum 29 degrees of advance throughout the rpm range. If there are any other tables anyone would like to see, I'll gladly post them on here.

[Glenn Briglio]

Originally Posted by Doug Hoven

Attached is a picture of the main spark table. I only felt the need to modify it from 60 kPa to 100 being that once you go to full throttle the map sensor reads between 98-100. I pretty much copied this table for both high and low octane mode so there is no way the car can change it. The other thing I did was modify the minimum timing table to have a minimum 29 degrees of advance throughout the rpm range. If there are any other tables anyone would like to see, I'll gladly post them on here.

What is the compression ratio of this engine? What fuel being used ? Fuel table would be cool.

[Marty Knox]

Originally Posted by Glenn Briglio

What is the compression ratio of this engine? What fuel being used ? Fuel table would be cool.

The advertised compression ratio is 10.00:1.

[Doug Hoven]

The combustion chamber design has some hemispherical properties, so more timing didn't seem to do any good. The fuel is 100 octane unleaded Sunoco 260GTX. The only fuel settings I can mess with are power enrichment (only active in closed loop), and injector pulsewidth multiplier vs manifold vacuum. For this reason I decided to run the car in open loop at all times and take control over the amount of fuel going in. With it in closed loop the ecu kept commanding the afr to be richer and richer and I couldn't get it under control. Attached are photos of both the injector pulswidth multiplier and the minimum spark table.

[vic guilmino]

where do you find the minimum timing table

[doglover44]

Hows the progress coming Billy ?

[Billy Nees]

Well, I guess that depends on what you consider progress. I'm pretty sure that we are done racing for the year. I've taken the cooling system apart to try and understand it so that I can come up with a way to cool it with some kind of an electric pump. A header is in the works. I have access to a trans with the best final drive ratio and I'll probably take the converter too. I haven't been able to find out much on converters yet but I haven't spent a lot of time looking. I'm sure that certain models will have different stall speeds based on weights and gear ratios. The engine has 120K miles on it and it is blowing a good amount of oil smoke and I'm being "pressured" to re-build or replace it (in my spare time).
I can't say enough how thankful I am for Doug Hoven taking some time to "play" with this project. Without him, I would be totally lost.
It would be awfully nice to see a hard-core Mopar Racer step up (in his spare time) and build a 2.0 Neon just to see how it's done. Same way, junkyard refugee, see what it'll do (the Cavalier will kick it's butt!).
It would also be nice to see someone get some later-model FFFords in the guide so that it could be seen how they would stack up.