TA motor at the track

[86brick]

 

[Geoff87]

I'll second that!

 

[BobbyBuick]

Congrates Nick ,Sounds great .hope all is well.now disconnect that wastegate

 

[Nick Micale]

Thanks for the support..........!

Have to keep cranking on the boost until I get the 9 se. time slip!

Then it will go back to consistant 10.2's so I can just have fun with the big-blocks. Should be reliable and consistant, and with the BB turbo, it leaves great off the line.

 

[DEL]

Congrats Nick! That pass looked like it was easy, and that motor sounds great.

Is this in fact the first TA block that has hit the track? It's reassuring to know there are blocks available again. Hopefully it will allow more people to lean on their stock blocks

 

[Nick Micale]

Thanks Dave, there were 3 TA blocks in Vegas this year. Other 2 were running 9's, one with twin turbos, other an 88.

Go ahead and blow your stock block, TA has blocks available for immediate delivery!

Maybe I will visit you at the Thunder event next year if Len can persuade me?

 

[Nick Micale]

Good track day!

For those interested, yesterday was a great day at our local track. Weather was clear and about 69 deg. and strip surface could not have been better, tires would not spin!

A couple of 10.1 runs gave us good data to evaluate. Here is the highlights:

1-2 shift: RPM 7000, 21.3 psi boost, 16.1 volts, 78 deg TB inlet temp. [Temp was 74 deg at start of run.]

2-3 shift: RPM 6700, 21.8 boost, 16.1 volts, 97 deg TB inlet temp.

Finish line: RPM 6250, 22.9 psi, 15.9 volts, 116 deg TB inlet temp.

The 60' was a 1.39 thanks to the HR anti-roll bar and adjustable arms, it went straight and level.

Car weighs 3500#'s and am using 2 year old 10" Hoosier slicks.

Oil pressure was never under 40 psi at idle and temps not over 175 all day.

This is exactally where I plan to run the car in competition. Plan to do a higher boost run to put it in the 9's. Car is legal for the 10's and do not intend to run 9's.

 

[REDS HOT AIR]

wow what turbo

either the powerstroke is not as good as I thought or whatever turbo is on it is pumping alot of hot air

42 degree climb thru a 10 sec run

Im

wish I had gotten temp readings on mine

 

[LV GN]

Originally posted by REDS HOT AIR
wow what turbo

either the powerstroke is not as good as I thought or whatever turbo is on it is pumping alot of hot air

42 degree climb thru a 10 sec run

Im

wish I had gotten temp readings on mine

if you didnt get reading's. how can you say the intercooler is not working? i looked at one of my 10 sec. runs from woodburn and thats about the same increase as my cottons ic. does your car even run 10's? were talking about intercooled cars. not hot air.


i had the priviledge to run nicks car down the track on friday. it was a blast to drive. the HR bar does a great job.and the aluminum ta motor is making great power! low 10's on a 70 turbo with only 24 lbs. of boost. very impressive! the HR bar keep the car so straight you could almost take your hands off the wheel . i will be putting one on tims car! thanks again nick. tim and i had a great time.

 

[REDS HOT AIR]

Originally posted by LV GN
does your car even run 10's? were talking about intercooled cars. not hot air.

might wanna check the sig out only thing 85 is the year on the title

sure does on stock valves and a chip thru a stock maf
little flat tappet cam to boot

data logged a customers car 2 weeks ago with fast and iat in the back of the intake

its ported irons on a 109 block with a 70 ptrim

has a v1 i/c on it

staged int. temp 114.6
4# boost

on 2nd gear shift
int.temp 103.2
~ 24# boost

on 3rd gear shift
int temp 99.3
~ 26.5# boost

at the traps
int temp 113.6
~ 28.1# boost

10.90 pass with wasted torque converter

so if you take the lowest temp since sensor is in the intake where its hot with no air flow

99.3 is lowest temp to 113.6 were talking 14.3 degree climb

why it wasent lower to start with would probly be since we were pretty much hot lapping the car with Cal tuning the fast system

It was a warm day close to 80 (heat wave) so even from 80 outside temp to 113.6 wouldnt be bad

I was saying I wish I had data loged my powerstroke i/c car ..its apart now awaiting alot more power to be installed

I never moved the IAT to after the i/c since it really would make no diff running a stock ecm...now wish I had

 

[REDS HOT AIR]

as you may can tell now Im not blasting Nicks car Im just curious about the temp increase since I run the same i/c

 

[bruce]

Originally posted by REDS HOT AIR

data logged a customers car 2 weeks ago with fast and iat in the back of the intake
has a v1 i/c on it

so if you take the lowest temp since sensor is in the intake where its hot with no air flow
99.3 is lowest temp to 113.6 were talking 14.3 degree climb
why it wasent lower to start with would probly be since we were pretty much hot lapping the car with Cal tuning the fast system
I was saying I wish I had data loged my powerstroke i/c car ..its apart now awaiting alot more power to be installed
I never moved the IAT to after the i/c since it really would make no diff running a stock ecm...now wish I had

IAT in the back of the intake, with no flow?. If the sensor is open into the plenum, it's seeing flow. The inside of an intake is a series of *tornados* at the front of each runner.

There is a sign. difference between before the TB and MATs. While your *staged* was high, it was from the manifold more of less seat soaking since there wasn't much actual flow thur it. With a MAT sensor, coming down from high boost, or rolling to from freeway speed to a stop, you can see the MATs raise (MAT = sensor in plenum). That the reason you want to run MAT instead of IAT. The better the info the ecm has about the air going past the intake into the engine the better.

All it takes is a minor tweak, ie, adding a bias value, and filling in the table for the IAT/MAT to effect the timing with the stock ecm. The MAF/IAT corrections are only used for the exteme temps anyway. And if your running a Translator plus, then you can *128* the MAF/IAT table out, since the later MAF have their own temp compenstation.

 

[bruce]

Hopefully it doesn't scroll any worse then what I'm editing but anyway,

Here's a run I did today just to illustrate a point. Note just 200 K/Pa, which is 15 PSI of boost, and only 1/2 throttle, the track conditions just weren't even close to allowing for a hard pass. But, notice the starting MAT was 95dF, and ending was 59dF.

Current weather:
39°F
Cloudy
Dew Point: 30°F
Humidity: 70%
Pressure: 30.12 inches
Wind: From the West at 13 mph

TimeStamp: 11/28/2004 - 11:08:04
Run Mph Rpm Map VE% Tps CTS MAT O2 Sa sPW DC% AFR rrWB
14 0 725 63 52 2 179 95 4 21 1.50 2 14.7 15.8
14 0 700 73 57 13 179 95 4 21 1.77 2 14.7 15.9
14 0 900 97 65 30 179 95 4 22 2.47 4 13.2 15.9
14 0 1225 96 85 32 179 95 4 23 3.17 6 12.8 15.8
14 0 1475 95 88 33 179 95 757 26 3.30 8 12.5 12.9
14 0 1725 93 89 35 179 95 664 27 3.39 10 12.5 11.9
14 0 1875 99 91 44 179 95 739 28 3.57 11 12.5 12.9
14 0 1975 100 91 49 179 86 748 28 3.69 12 12.5 12.3
Run Mph Rpm Map VE% Tps CTS MAT O2 Sa sPW DC% AFR rrWB
15 0 2000 101 91 51 179 86 770 28 3.69 12 12.5 11.1
15 0 2075 102 90 56 179 86 770 28 3.69 13 12.5 11.4
15 4 2150 105 88 58 179 86 677 28 3.69 13 12.5 11.1
15 4 2200 106 87 58 179 86 664 28 3.69 14 12.5 12.2
15 6 2275 110 84 59 179 86 655 29 3.78 14 12.5 12.4
15 6 2325 113 83 59 179 86 655 29 3.85 15 12.5 12.3
15 10 2350 114 83 59 179 86 602 30 3.81 15 12.5 12.3
15 10 2425 116 82 60 179 86 673 30 3.81 15 12.5 12.4
15 10 2475 119 82 60 179 86 726 30 3.91 16 12.5 12.6
Run Mph Rpm Map VE% Tps CTS MAT O2 Sa sPW DC% AFR rrWB
16 10 2550 122 83 60 179 86 425 30 4.00 17 12.5 12.6
16 15 2625 124 83 60 179 86 686 30 4.00 17 12.5 12.6
16 13 2675 128 84 60 179 86 704 29 4.18 19 12.5 12.7
16 16 2750 132 84 60 179 86 575 29 4.27 20 12.5 12.8
16 19 2925 140 83 59 179 77 726 28 4.39 21 12.5 13.3
16 16 3025 145 83 59 179 77 491 27 4.58 23 12.5 13.2
16 22 3225 155 82 53 179 77 535 27 4.97 27 12.5 14.0
Run Mph Rpm Map VE% Tps CTS MAT O2 Sa sPW DC% AFR rrWB
18 40 3800 205 80 47 179 68 717 25 6.26 40 12.5 13.7
18 42 3850 204 80 47 179 68 376 25 6.23 40 12.5 14.3
18 42 3875 201 80 47 179 68 668 25 6.13 40 12.5 13.8
18 43 3875 201 80 46 179 68 642 25 6.13 40 12.5 14.5
18 44 3925 200 80 46 179 68 633 25 6.13 40 12.5 14.4
Run Mph Rpm Map VE% Tps CTS MAT O2 Sa sPW DC% AFR rrWB
19 46 3925 198 80 46 179 68 350 25 6.10 40 12.5 13.8
19 49 3650 200 80 45 179 68 597 25 6.20 38 12.5 14.3
19 49 3575 201 80 45 179 68 695 25 6.26 37 12.5 14.4
19 49 3525 201 80 46 179 68 292 25 6.26 37 12.5 14.4
19 49 3525 202 80 47 179 68 611 25 6.26 37 12.5 14.1
19 51 3525 202 80 47 179 68 580 25 6.29 37 12.5 14.4
19 51 3550 202 80 47 179 68 332 25 6.26 37 12.5 14.0
19 52 3550 204 80 47 177 68 668 25 6.26 37 12.5 14.4
19 53 3575 205 80 47 177 68 646 25 6.26 37 12.5 14.3
19 54 3575 205 80 47 177 68 332 25 6.26 37 12.5 14.4
Run Mph Rpm Map VE% Tps CTS MAT O2 Sa sPW DC% AFR rrWB
23 76 3450 205 80 47 176 59 310 25 6.47 37 12.5 14.3
23 77 3475 205 80 46 175 59 588 25 6.47 37 12.5 13.7
23 78 3550 204 80 45 175 59 301 25 6.35 38 12.5 14.0
Run Mph Rpm Map VE% Tps CTS MAT O2 Sa sPW DC% AFR rrWB
25 85 2600 204 83 41 173 59 628 25 6.35 28 12.5 13.2
25 85 2600 204 83 41 173 59 708 25 6.41 28 12.5 13.0
Run Mph Rpm Map VE% Tps CTS MAT O2 Sa sPW DC% AFR rrWB
27 91 2775 205 84 41 173 59 341 25 6.47 30 12.5 13.0
27 91 2775 204 84 41 173 59 518 25 6.47 30 12.5 13.1
27 91 2775 204 84 41 173 59 699 25 6.47 30 12.5 13.1
27 92 2775 204 84 41 173 59 730 25 6.50 30 12.5 13.1
27 92 2800 204 84 41 173 59 350 25 6.47 30 12.5 13.1
Run Mph Rpm Map VE% Tps CTS MAT O2 Sa sPW DC% AFR rrWB

This is with a Cotton's F/M.
TA62, 91 Octane, 25d timing on 91 octane I might add, obviously still working on the tune, this is my Syclone ecm code, 60 PPH injectors, 3 ACCEL- 300 CD's

As a side note, for those tuning using the oem sensor, PLEASE look at what the O2 volts are, and their correlation to the rrWB AFR.
Run-time
MPH-
MAP- actual
VE%-
TPS-percentage
CTS-Coolant temp
MAT-Manifold Air Temp
O2-O2 voltage
Sa- Spark advance
sPW-Injector Pulse Width
DC%- Duty Cycle
AFR- AFR the ecm is commanding
rrWB- Actual AFR the WB is seeing.