Glad to see you still have the Coupe Ryan. I am toying with the idea of a return one day; not sure if I'd buy standard or go down the modified road again. You must be the only other person I know who had a Synpase valve; had one on mine fitted by Rog of course.
south of 450bhp due to your injectors running out. unless pushing past 90% duty cycle
630cc injectors must surely be good for more than 450bhp, even on the standard 3-bar FPR
I'm going for 487bhp - this is based on two factors:-
1) Your spec is now very close to mine 2) I'd be miffed if you got 489bhp.... ;-)
It will be interesting to hear your thoughts on the driveability with the big injectors - has Leighton worked out a way round the low load hunting that these give? (injectors are abruptly off or on at certain loads - they can't hold a steady light throttle).
I'd also be interested to hear how you get on with the cold start - my car doesn't like any load for the first couple of minutes after starting in cold weather (eg below say 5 degrees)
Don't tell me that now Nigel! I spent ages trying to convince Leighton it was worth going for Injector Dynamics' ID1050Xs but he insisted they were overkill!
Is it like this on all 20vTs running the 630s?
P.s Mine's going to be a fair bit lighter than yours :-)
I agree that the ID1050Xs are overkill for the power you're after, but it would be interesting to know more about the spray pattern.
I have a theory (nothing more than that) that a too-wide spray pattern will cause less than perfect running at low revs / load, on the basis that some of the fuel is hitting the port walls. IIRC, the standard Coupe injector has a twin-cone spray of 10 degrees each, separated by two degrees. This pattern sprays straight down the throat of the ports, pretty much to the back of the valves.
To be fair to Leighton, getting a Coupe ECU to run at all on 630cc injectors is a triumph - back in "the early days" of Coupe modding, it was thought that 440cc was tha absolute limit. JohnS eventually baled out to a Motec ECU to get his 2.4 to run properly.
I'd really like to know what ECU options are available now
Leighton said he had to back off the map it had previously because the car was not responding well at all. As soon as it hit 6,000rpm, it was detecting knock and started dumping fuel.
It spooled up really well and made 360lbs/ft at only 1.5bar (previously, it made 328lb/ft at the same pressure) but promptly died off at the top end. He said he had to dial out 4 degrees of timing to remedy it and by then it was making no power. Peak power was only 384bhp. He was going to go for 1.8bar so there was scope for plenty more torque if the top end was playing ball.
Suspecting the head may have been skimmed one time too many over the years, Leighton checked the compression and found 3 cyclinders to be 162 psi (they should be 140-150 on Wossner pistons). By the time he went to check the fourth, the battery (and two power packs) were dead and we had to push start it outside his shop. The battery died on the way home while I refueled and I had to get a push start from two gents (who were washing a Calibra) in a Shell garage forecourt…
So it needs new head before it will start flowing at the top end and make proper power. I think the head I have now has been skimmed three times so it ws inevitable really...
Onwards then, it's having a 2.4 head and, hopefully, pretty soon!
As Joe says, sorry to read about that Ryan, especially after all the work you have put into her recently. Had a head skim been done since when it was mapped to now? Just curious as to why the problem showed up whilst being mapped?
Originally Posted by Begbie
430bhp but 350-360lbs/ft on the torque. Assuming you are staying with the same turbo
At least I guessed right on the torque for the time being
Originally Posted by Jonny - After being taken out at Spa
Well over a year on and the Coupé finally went back in for mapping last week.
The following modifications were made since the previous mapping session, where it experienced serious detonation NGK 8 spark plugs Ported and polished 2.4 Stilo head (with Nimonic exhaust valves) Ported and matched exhaust manifold Aquamist HFS3, dual port water/meth system
Good result Ryan - I bet it feels epic on the road. Drivetrain losses could be down to may things - tyres, temperatures, the Quaife or simply just a different assumed value entered by the dyno operator.