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Steve last won the day on December 27 2018

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  1. Now there`s a difference! I find myself checking in on this post several times a week to see what it all ends up with. So i for one appreciate your updates So your cams are now locked in a fixed position all the time if i get you right?
  2. Great to see you back at it bud. Im sure you know, and its im pretty certain its in the camspecs, but its common for a cam to be spec`d at 0.050" valve lift IIRC (its been a while). Just putting it out there just in case...
  3. A conventional tester would have said everything is just dandy as it only shows the maximum pressure. The car ran on 3 when i got it in (still does as im afraid this car has now done its work). This car was somewhat obvious as it had a kind of a puffing noise. Like you could hear the compression escape somewhere. What i did first was to disconnect the PCV tube between the intake and the valvecover and held a piece of paper in front of the intake port. That made it obvious that there was compression escaping into the intake. So yes a sensor in the intake would tell you there was pulse
  4. Sidenote. Here is a car i had yesterday. Problem is a hydraulic lifter resulting in a short EVO duration. About where my markers are set. Care to guess what a conventional compression tester would have showed
  5. Ah. You can actually get the covers of in the car? I had no idea. Well thats great news. Good luck with it all!
  6. There seems to be different resolution/sample rate between this last cyl 3 idle capture and yesterdays capture? On first look it looks like the intake opens SOONER today than i did yesterday. But they seem to close at about the same time. That must be a capture thing i think... There seems to be less exhaust energy from cylinder 2. It makes less pressure in the exhaust compared to the others. Looking back at page on in this thread i see that cyl 2 and 4 got higher compression than the other bank based on your relative compression test. This last intake snap throttle capture show
  7. Steve

    Fuel pressure

    Look at pressure through the DIFFERENTIAL fuel pressure PID instead. Should stay close to your set fuelpressure at all times. Like 300kps (if thats what you set it to or run)
  8. I think the 4 arrows i attached in this picture points at the same point on each cylinder. From there on up there is something wrong on two of them. Also the distance between those points and the nearest TDC/BDC is different in pairs. Two of them are around 30-35 degrees (the two hashy ones) while the two others are around 20-25 degrees. Again this isnt necessarily 100% accurate but indicates differences I bet all these differences equals pretty different AFR`s between cylinders
  9. Measuring the 3 cylinders there definitely seems to be differences between cylinders when it comes to cam timing. Of course my measurements are approximations but still. Your pressure measurements are flawed for some reason The WPS self calibrates when you turn it on, so the issue is probably in the probecalibration in the software. Do you choose the wps in the probemenu? Do you use the automotive software? The pressure should read around 0 psi (or atmospheric pressure) at that plateau at the exhaust stroke. The shape of that plateau looks normal so i suspect its just th
  10. Alright. I have no idea what stock thickness is but this might certainly be a factor
  11. Do you have a "known good" that tells you the cams are supposed to line up like that with each other and that part of the crank trigger? Since its not adjustable at all there is a question about what changed compared to stock. So.... Is the block skimmed? Are the heads skimmed? Is the headgasket thickness altered. Stuff like that. Heads that are moved further apart or closer to each other will change cam timing Oh. You are in the K range. What scope do you have again? I usually just bump it up to about 10Ms on my 4425
  12. MAYBE its not perfectly ground(?) Just speculating of course, but if its both cylinders we would have to look at what they have in common. IE cams. You dialed in the cams with a degreewheel or something? Or is it a non adjustable system where you just tighten it down and it should be good? Could be that the lobes are a bit offset from what they should have been. The WPS isnt lying so it has to be something there. The lower compression could be as you say because of later opening. Hard to tell as the cranking waveforms dont have rulers set up. And the running ones suffers a bit from slow s
  13. Its normal to see little activity during cranking. Camtiming looks mostly OK to me on the running captures and i think you are spot on that it is teh 1mm lift spec playing with your mind here. Looks like there are some differences between sides though. Like the intake valve closes later. Now your cranking captures... You can see that the little "dip" in the pressure after the powerstroke extends lower into "vacuum" on cylinder 1 commpared to cylinder 2. That indicates that MORE of the air trapped in the cylinder during the intakestroke has leaked out of the cylinder during the compressio
  14. Set your PC logging to log EVERYTHING. No overrun FC isnt turning on but with the very few parameters you logged i cant see shit.
  15. Good choice on the WPS. I know it hurts the valet like a mofo (as i got one myself and really want another one in addition), but its THE pressuretransducer to get at this day. You can clearly see valve events and put up rotational rulers to measure at what crank degree they happen. Then you look at the odd man out. IE you compare to the other cylinders. A to tight valve clearence would make the valve open early and close late. There is plenty situations that a conventional compression test or leakdowntest wont show.
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