DR750's V1 guess the dyno

[Greg E]

As I recall Matt M likes the stock ECU. You will never see 20+ degrees of timing advance in a stock ECU at 25+psi.

I don't know the details of Matt's setup nor do I wish to start any kind of debate but yes, you will see 20+ degrees of timing with a stock ECU (piggy back or no) when making power. Even showing the ECU less airflow, you'll still get to the 160 + load range which puts you at the end of the timing map.

[Chris@Rvengeperformance]

I also am not interested in debate, but just because a fuel supports more timing does not mean you will gain power from it. MTBT

Matt pulled 5 degrees of timing and picked up 60 horse on his setup at 1093 AWHP.

[J. Fast]

Timing and temperatures are essential fundamentals pieces of the entire picture with ethanol and especially methanol. It's important to pay attention to fuel temperatures and engine reactions because the byproducts of those fuels are superheating water. It's imperative the combustion charge remain a compressable gas. If you inject them outside of their boiling temperature they convert from compressable gas to liquid. Liquid is compressable... BOOM, congratulations you window a block or bend a rod.

[kywhitelightning]

Timing and temperatures are essential fundamentals pieces of the entire picture with ethanol and especially methanol. It's important to pay attention to fuel temperatures and engine reactions because the byproducts of those fuels are superheating water. It's imperative the combustion charge remain a compressable gas. If you inject them outside of their boiling temperature they convert from compressable gas to liquid. Liquid is NOT compressable... BOOM, congratulations you window a block or bend a rod.

Fixed

I also am not interested in debate, but just because a fuel supports more timing does not mean you will gain power from it. MTBT

Matt pulled 5 degrees of timing and picked up 60 horse on his setup at 1093 AWHP.

That should be because there is a window for optimizing. Go over and loose power. Go under and loose power. Hit the sweet spot and smile. All three variables are dependant on each other AFR, timing, and boost. Change one and the others might need to be shifted.

Jeff

[arm0red1]

THIS ^^^


Honestly this debate get hashed and boiled down to the same conclusion as it becomes VERY subjective to people's tuning preferences....


Some like to go with aggressive timing, some like to boost to the moon, and some like getting away with AFR's on the edge

you end up balancing out the other two ares to meet your preferences in the desired one.


Successful results have been REPEATEDLY demonstrated across multiple cars on all platforms. It's almost devolved to a point of semantics at this stage as there's so many success stories represented under each virtue.

[niterydr]

THIS ^^^


Honestly this debate get hashed and boiled down to the same conclusion as it becomes VERY subjective to people's tuning preferences....


Some like to go with aggressive timing, some like to boost to the moon, and some like getting away with AFR's on the edge

you end up balancing out the other two ares to meet your preferences in the desired one.


Successful results have been REPEATEDLY demonstrated across multiple cars on all platforms. It's almost devolved to a point of semantics at this stage as there's so many success stories represented under each virtue.

True and I'll share one

I've always had the best luck when trying to use fuel as a form of thermal management; as it is designed. That is of course until you can get to peak torque and horsepower figures based on the SG and octane of your particular fuel of choice. In most cases you'll get more power with boost over timing, until you run out of efficiency or backpressure issues. Timing should try to be optimized to get as close to MBT as possible, but that being said you are usually octane limited or will find a part failure before you reach it. When in doubt start "left" of optimum and add your way in. This is "most of the time" but occasionally you gotta start richer than you need (motor design/efficiency issues) or leaner than you need (short on fuel flow) to get where you need to be.
Thus set AFR in a safe range first. Then boost, then timing and move you way along the load scale until you hit your goal, hit a bottleneck, or break something.

If you are bored, swing the AFR a few points while starting out. You won't see but a minor change on power output; thus confirming it is for thermal management.

and wow is this thread a doozy to read, I can't believe I missed it. So much stuff posted I would love to chime in on, but not going to dredge up old crap. Congrats to the OP for the results I've always thought of the DR750's as a 700awhp turbo, glad to see its being done. I don't doubt the results for one moment looking at the parts combo and fuel choice.

[kywhitelightning]

So much stuff posted I would love to chime in on, but not going to dredge up old crap.

Bring your thoughts in as everyone has something to bring to the table.

Jeff

[kywhitelightning]

UPDATE TIME!!!!!

Been real busy lately and haven't had a chance to put some of this up.

Here is the result of the fuel pump flow test.



The line was from the hot test inconspicuously marked with an "H". The result of the cold test is the level you see in the jug.

This is the result of 1675ml methanol in an 4.5QT/4.25L ice cream container.



Both were 1 minute tests.

Jeff

[kywhitelightning]

Then there is this. The reason I've been so busy recently.



#3 rod bearing slightly out of place lol.



The cause of that was this.



The upper main bearings were also beat up. The cause of that was a bent crankshaft. There is .007" up and down movement on the #2 main journal and .0035" on #3 main journal. I noticed a little bit of oil pressure fluctuations just prior to this which had me puzzled at first. On decel, oil pressure would hang on the normal line and with any form of acceleration it would drop one tick mark below normal on the stock guage. It never bottomed out and I was just about to pull it to investigate when it started making noise.

That also caused abnormal wear on the wristpins and wiped a couple of them out.

I have ordered all the parts to fix it already and Matt received the turbos today.

I WILL be at the NG this year with it come hell or high water, lol.

Jeff

[Chris@Rvengeperformance]

wow man very sorry, I know how that feels. Looks familiar

Any wear on the rod bushings?