Neuby's red rota'd 240Z

[Riceburner]

They look really nice, price is pretty reasonable too. Clearance may be the only issue around the strut tower when running sock filters. 
 

I used to run a sock filter minus the internal spring for intake 3, this would occasionally get sucked down into the trumpets.

What’s the disadvantage with running a total length a few inches shorter for filter clearance? Or can they do filter backing plates, one that mounts to the back of the trumpet bell mouth, and the second that will allow you to sanwhich a custom uni filter on the end?

 

 

[Aaron Neubauer]

On 4/3/2020 at 12:27 PM, Riceburner said:

They look really nice, price is pretty reasonable too. Clearance may be the only issue around the strut tower when running sock filters. 
 

I used to run a sock filter minus the internal spring for intake 3, this would occasionally get sucked down into the trumpets.

What’s the disadvantage with running a total length a few inches shorter for filter clearance? Or can they do filter backing plates, one that mounts to the back of the trumpet bell mouth, and the second that will allow you to sanwhich a custom uni filter on the end?

 

 

I think Whitley Tune have something in development that will work with the strut tower regarding filtration.

 

Running a shorter intake would be out of sync with the intake air harmonics for my engine specs.  Probably wouldn’t have a sweet spot.  If I have to drive around without filters I will haha

[Aaron Neubauer]

Dyno day!

 

Round tops are back on.  Its off to visit the same dynometer I ran back in 2017 for a complete comparison.  The car made 170rwhp then.  I hope the fixed exhaust, programmable ignition and tuned carbs will make an increase.  If I go backwards I will be a sad panda.

 

Results TBA....

[gav240z]

I believe I may have some sneaky footage from the dyno room operators who were there.

They said you were not happy that you only made 10 mode rear wheel HP after all that work.

[Aaron Neubauer]

@gav240z haha! 

 

I can at least confirm an increase from 170rwhp....

[Aaron Neubauer]

So, stock 4 screw round tops can support at least 201.6rwhp.  There may be some debate over how the dyno calculates hp but there is a decent increase from the last dyno in hp and torque from essentially a tune to the fuel and ignition.  Tune is super rich which could be fixed with different needles like TF but I wanted to get a run in in case QLD requires a lock down to manage the pandemic.

 

I’m super chuffed.  When I set out to home build the L28 stroker motor all I wanted as 200RWHP with triple Webers.  I think I said that years ago in this build log in fact! To think I could achieve that with the standard carbs is amazing! I’ve attached the 2017 dyno sheet and the 2020 sheet.

 

I can now get back to the ITB EFI swap knowing that it is likely to only make more power!

[Aaron Neubauer]

 

[Aaron Neubauer]

Time for some Megasquirt ECU mods!

 

I had configured the MS1 V3 board for ignition only.  Some additional work and mods are needed to make it fully armed and operational for EFI.

 

In the process I broke a leg off one of the current resisting devices for the injector banks  I will have to buy new ones from DIYautotune as they are hard to get with the hole to mount on the heatsink.  Thats really all that is left to complete on the ECU.

 

In summary I've added:

• second WBO2 sensor input
• second Nissan optical trigger input
• fan relay control
• 2 wire IAC control
• shifted the launch control input
• 5V tach output

There isn't many standard configurable pins left in the DB37 harness now.....

 

[gav240z]

4:05 - Aaron Cake builds rotary engines in Canada. I watched quite a bit of his build channel on Youtube.

https://www.youtube.com/aaroncake

[Aaron Neubauer]

On 5/8/2020 at 4:18 PM, gav240z said:

4:05 - Aaron Cake builds rotary engines in Canada. I watched quite a bit of his build channel on Youtube.

https://www.youtube.com/aaroncake

Thanks mate, good to know!

[Aaron Neubauer]

A little more has happened with the EFI build.  Dual lambda sensors is what!  I had planned to run dual lambda sensors on the Hitachi SU carbs if I had not the opportunity to work with Whitley Tune and the sport injection setup.  The goal now is two injector banks with target AFR maps.

I run a Zstory 6-2-1 header and I decided to locate the sensors at the collector of the primaries to mitigate the risk of air contamination through a joint.  Its probably overkill but it seems sensible to have the most accurate reading possible if I’m trying to have the most accuracy target AFR map for two banks of injectors the MS1 V3 allows me to have.

Cylinder 4-6 location was easy!  The collector is located in the space between the gearbox and transmission tunnel.  This one was near vertical which is the optimum orientation.

Cylingders 1-3 collector is tucked in behind anything and I could to find an orientation that I was happen with to manage heat for the sensor and the wiring so I located on the side of the collector.  The sensor and wiring is just in front of the gearbox in the space behind the sump.  Its not completely horizontal but I’m confident its still in a good location.

Innovate Motorsports recommend 24” from exhaust and these are about 35”.  I’ve had an LM-2 for more than ten years and I plan to install a DLG-1 if it ever gets here (understandable shipping delay).

Matt welded these bad boys in (MYS30 build).  I am in his debt .

Cheers guys!

 

[Aaron Neubauer]

Hey guys.

 

The ITB manifold has arrived from Whitleytune.  It's a mad bit of kit.  I will just leave not safe for work photos here for now.....

 

If you want to see the youtube update use the link in my the signature 

 

Edited October 24, 2020 by Aaron Neubauer
photos not visible

[gav240z]

Images no worky.

[Aaron Neubauer]

 

18 minutes ago, gav240z said:

Images no worky.

I think I fixed it

[Aaron Neubauer]

Well its been a while!  Here is a high level summary of what has happened since the last post:

• Tanks Inc PA4 fuel pump installed in the shallow part of the fuel tank without any welding
• Ended up upgrading to a Megasquirt MS3 CPU, MS3X expansion module and internal knock monitor - full sequential fuelling and retaining L20Et dizzy
• converted to full cable throttle
• debugged a number of items with the EFI and added sensors to allow for more compensations with fuelling calculations

I've tuned the fuelling tables while keeping peak timing ceiling at a conservative 30 degrees until the knock sensing is tuned.  The designed third harmonic of the manifold occurs at 5500rpm and you can definitely see the effect in the fuelling maps and the way the car picks up from 3500rpm.  It serves as a little bit of validation for Whitleytune's design.

Next stop, dyno runs on the same dyno for comparison!

 

 

[CroS13]

Keen to see the dyno figures and how much difference it has made.

Also... just here for the engine noise!

Rudi.