Might need an AWD burnout before the run

 

I agree something is funky with this graph. That amount of G force vacation looks like a bungie jump. For numbers and graphs like this a video is in order.

 

Funky? -> Freaky

 

Congrats PTF!
My times were similar with my 3071s and 3,8 with E85@1,5Bar.
This set up is perfect for road use, nevertheless I bent 2 rods running high speeds (above 280kph) at this level, take care!

 

Thanks K24F. We're keeping a very watchful eye on our torque. With the 3071s on your car boost would come in earlier than 3076s and you might've been spiking boost a bit depending on your PID settings.

E85 allows for heaps of ignition timing as well and that can also get you in trouble in the lower RPM range as torque gets the car moving quick through that 60-100mph segment but at the expense of higher cylinder pressures. Do you recall what your ignition timing was?

I take it your rods bent on the stock motor before you went with a 3.8 build?

 

Yes, I rebuilt the engine following the rods issue.
I even had the log during the failure, sent it to Todd. (No knocks, safe Lambdas)
It wasn't with E85 but pumpgas and low boost/mid timing (1,35Bar/18° @6000rpm), but I was often running 300kph and racing with tuned GTRs and 1liter bikes, I believe it was the main reason.

 

I went to E85 after the failure, run 1,5Bar since and achieve the PTF times.
I was running straight pumpgas before the rebuilt, so 1,35 Bar was my max boost; until I run end 6th rods were ok.

 

K24F, I have a few questions for you:

1) What were you using for engine management and boost control prior to your build and what do you have on the car right now? Factory computer with a boost controller or a standalone ECU?

2) When your rods failed, did they bend or break? Which cylinders were affected?

Dzenno@PTF

 

Hi Dzenno,

1: stock ECU + HKS EVC6, and still for now.
2: the 6th rod bent and its piston+sleeve were hurt, another rod was little bent as well, I don't remember which one.

As the logs were showing, no engine management issue happend, only mechanical. I was running about 300kph and felt something weird, so stopped at once. In despite the engine was still running we opened the next week because I was sure of the result...

 

K24F,
I'm curious, What plenum did you have in your car when it melted?

 

Stock plenum, I still run it, perhap's I will go to the 82 in the future.

 

I see. Did you have an externally set up failsafe for fuel pressure and lean run protection?

Here is some advice for whatever its worth. Given that you were only able to log ignition timing on cylinder 1 via Durametric logging and not across the entire motor (like for example with a Cobb AP or a standalone) unfortunately it'd be impossible for anyone to know if there really was an ongoing/sudden issue in any other cylinder except cylinder 1 that you were logging.

At this stage of the game given where factory ECU sits today I would highly recommend at the least moving to a Cobb Accessport for its extensive logging capabilities and ease of use over carrying a laptop with you in the car any time you need to log. Its simply more convenient, it turns on/off with ignition, can run 6 gauges at a time for you (e.g. monitor knock across all 6 cylinders all the time if you wish with peak recall, or anything else you choose to see live).

Your current tuning could most likely also be ported over by your current tuner and you'd have all the visibility you'd need to keep an eye on things a little more closely going forward (e.g. if your cylinder 3 and 6 are knocking, you'd see it right away). Alternatively you could go with a standalone, wiring in additional sensors and failsafes, but that could require a lot more time/effort depending on your tuner and their familiarity a given standalone.

 

you did 5.1 60-130 on meth? that is crazy but just to remind you that meth is hazardous !yesterday i blew all my intake manifold here the link:https://www.6speedonline.com/forums/...ooler-fix.html
maybe i did something wrong who knows but will fix this soon

 

in order of questions/subjects:

-I run it in my tuned 993TT but not in my 997, that's why I log before and during every "hard run".
-Yes it is a lack of the Durametric in despite it uses the same sensors vs the Cobb accessport, it "CAN bus" the timing signal and does not separate it after.
-This accessport should maybe a usefull investment for me in the future, the fact it permits to log alone and without a laptop is another advantage.
Howether I always worked with Todd K about the tuning, is it possible to only use the CAP for logging? (I believe why not? And of course its tuning ability is an open door if needed in the future)

thxs for interest
P.

 

Thanks mtlsp. We're hoping to get a few more runs in and share with you guys before it freezes over up here.

I've just gone through your thread on the intake backfire. I'm really sorry to see what happened there, definitely not pretty at all and quite a bit of damage. Given how the intake manifold sits and how the heads are positioned on this motor chances of broken pieces getting into the motor is likely so I'd strongly advise pulling down the motor and having a very close look before putting it back together.

Having said that, what methanol kit did you have wired on the car? Intake manifold backfires can be easily eliminated depending on what your meth controller supports in terms of injection strategy, how much meth you're using given the flow of fuel out of your fuel injectors. It can also be related to valve timing/overlap configuration, a bent valve, injector failure, any number of things that even on their own could have their fair share of issues.

Can you share some details on your mods particular turbos used, boost levels, meth kit and injectors/FPR on the car and I'll try to explain further in detail.

Dzenno@PTF