Pictures please!

Hhahah Welcome pack Pikanini <img src="/forums/images/graemlins/kewl.gif" alt="" />

OK, Kitty. <img src="/forums/images/graemlins/lol.gif" alt="" />

Here are the finished cam sprockets for the 3.0L SOHC engine:



Almost all of the work was done on a lathe - first a clean-up of what will become the sprocket mating surface, turning down the flat aluminum stock to fit the sprocket, removing the metal hub on the sprocket, duplicating the hub on the aluminum plate - the recessed slots were cut on a Bridgeport mill with a rotating table:



Finally, the center hole was counterbored to provide clearance between the retaining bolt and the front cover, the degree marks were machined and the advance/retard marks stamped:



So it can fit like this and I can still use the sprocket covers:



The degree marks are every 2? on the cam sprocket face (4? on the crankshaft) for a total of 20? crankshaft change each side of straight up. My old eyes would not do well trying to read marks any closer - and it's easy to put the dot between the marks for 2? crankshaft resolution - close enough.

I could have cut more aluminum from the sprocket faces and bored holes to lighten them a little and maybe make them a little better looking, but they should work just fine.

Frank

Frank, that's just damn art... I mean wow, those are gorgeous...

What he said!!
Absolutely!

Those look great, but just remember.. you never go full retard.

Oh now, that's funny right there.

Nice looking work, Frank. Really nice.

John B.

Very nice, they will make development easier.

After retuning the idle today, I took a drive and worked on the VE table until the laptop battery started to die and I found out my laptop 110v power supply doesn't want to play nice with my inverter. <img src="/forums/images/graemlins/confused.gif" alt="" />

I've now worked the VE table down to a 20% EGO controller authority - still needs a little work, but here's the present VE table:



As previously discussed, the values around 100kPa are about what I expected and likely read close to actual engine efficiency only because the REQ_FUEL calculated value is near spot-on.

Here's the same VE table in contour plot format - it was looking a lot better a few minutes earlier, but I had just started working on the 1750rpm load area when the laptop battery died and I had to save what I had without further tuning:



Here's the AFR table:



Here's the Spark Advance table:



Here's the Spark Advance table contour plot:



It's running pretty dang good...... how's it look, Charlie?

Frank

I think I made some good progress today.

First, I installed a new laptop battery and found the laptop to now work just fine with my inverter, so I guess the old battery just wouldn't accept the harsher voltage from the inverter.

Next, I did some more reading in the MS manual about the IAC stepper control and found this:



Yes, indeed - I had set it to "IAC Stepper Moving Only" to eliminate the possibility of frying the IAC coils. So, I tested it powered on for 15 minutes, found it to be ok and changed the setting to "IAC Stepper Always On" and that seems to have eliminated the hot start issues. <img src="/forums/images/graemlins/kewl.gif" alt="" />

Charlie sent me an AFR map from one of his cars so I could try it. I couldn't figure out how to replace my file, so I reworked my AFR table, inserted his values where we had the same vertices and interpolated the rest. It did give a smoother transition through boost onset and even more of a benefit of providing more power as the transmission upshifts to O/D.... so, it pulls much better on final upshift at low rpms..... Thank you, Charlie! <img src="/forums/images/graemlins/kewl.gif" alt="" /> It also seems to run the engine just fine - can't tell much difference from what I had at most settings because we were close to the same values on most of the areas where the engine normally runs. I do think it will help fuel mileage because a lot of my driving is spent around 100kPa - just running out of vacuum - and I had it too rich there.

Anyway, the AFR table now looks like this:



I have one bin wrong in the table - 4000rpm at 60kPa should be 14.5 AFR - you can really see the error on the plot below.

The AFR plot looks like this:



I drove about 50 miles tuning the VE table - it still needs some work, but I've worked it down to 10% EGO controller authority and don't seem to have any knock that I can hear or see on the KnockSense (assuming it works). Here's the VE table:



And here's the VE table plot:



I've not changed anything in the Ignition table. After I correct the error in that one bin, the AFR and VE plots should look a lot better.

Charlie, does that AFR MAP work fairly well with any engine?

Frank