Investigation after dyno session. No power after 4500RPM? S124 V8 Turbo

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Күн бұрын

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Investigation after dyno session. No power after 4500RPM ? S124 V8 Turbo
The questions. What is wrong, There are a few things that i'm considering. And also a few that where not visible. We had a stable lambda value also after 4500rpm also boost was stable . only the Power output was going down and was unstable.
What am i going to check. First get the downpipe of to get roo. Also Lambda sensor needs to be changed. All plugs out. The plugs look more colored to enough other so no real difference between bank 1 and 2.
Next is to check if TDC cyl 1 is real what the pulley is telling us. This marking is correct so alos the ignition timing is correct. To take the valve covers of i need to remove the turbo to get the bank 1 side of.
Both covers removes. everyting look nice and clean just like when i assembled it. First check the base timing setting so crankpulley on 40 degree after OT1 and both cam gear markings are correct.
Second is the opening and closing of the valves, On this ZAS engine there is on very strange value .. That is that the left cam so that is driverside cam. The intake valve is closing at 14.8 degree after BDC this is almost 14 degree earlier then on the right cam. so the conclusion is these 2 banks are breading different from each other.
So i think the problems that we have are from a few things together. Then cams difference. Backpressure been over 2 times the boost pressure already. so turbo size for this setup. and because of this i think i already had some valve float.
I design and build this turbo system for 500HP on pump fuel so higher rating then i now tested. but not for E85. So for that power level this would be good enough. maybe turbo still a little small but with normall 5.0 cams and double springs the backpressure would not have been a problem i think.
But because i made the choice to go for flex fuel. This system is on the tight side. and also the turbo.
Things to consider now are. Upgrading the turbo system including manifold up to the turbo. Bigger. Bigger turbo that can flow upt 800-900HP. so i can get in the ballpark with the 750hp crank. Bigger downpipe up to 4". this needs to have so mods in the engine bay to get the 4"downpipe through.
This is it for now. lot's to think about
JMSpeedshop.com

Пікірлер: 30

@MyCBCMedia 2 ай бұрын

My favorite build here on KZbin for the following reasons: 1) My M113 engine has become my favorite since driving one now for about a year, truly the "German LS" when used NA motors like ours can be had so cheap, and with such robust design. 2) You are doing something no one else is doing, a challenge which you openly share real ups and downs of the process, you shall prevail and its glorious to follow the journey. 3) Because commenter's are sharing meaningful help, and good thoughts to support your success, a other level of enjoyment to observe There has to be something about cam timing which we can measure and share back, to help confirm what seems very odd reality of such a superb German design. I have spare cams here, with hope to regrind them for more duration like the "hillbilly hammer" on KZbin, another interesting build. My ability to measure the cams is not sufficient, but the chain stretch seems very strange. I hope better minds than mine can share more help, as this superb build and tour amazing shared adventures here deserve ❤️

@JMSpeedshop 2 ай бұрын

Thanks very much for your support

@bicylindrico 2 ай бұрын

Possible valve float. Running boost on the backside of those valve will make them want to stay open. The Kompressor engines ran different springs for this reason. I show what stiffer Compcams springs I ran in one of my videos but I dont know how much stiffer than stock they were . Sorry, I dont recall if you upgraded your springs

@JMSpeedshop 2 ай бұрын

Thanks. Yes. I have oem springs. Now but will upgrade for sure incl cams

@BizzyVlogs 2 ай бұрын

Definitely probably need stiffer springs. Keep it up great vids mate!

@JMSpeedshop 2 ай бұрын

Thanks . Yes i think so to

@thelongranger55 8 күн бұрын

Looks like I have a lot to watch 🍿

@JMSpeedshop 8 күн бұрын

😎👍

@filipbrecelj669 2 ай бұрын

very nice video you have lots of knowledge and your builds are very cool

@JMSpeedshop 2 ай бұрын

Thanks 👍

@bernardwarr4187 2 ай бұрын

Sure you are on the right track. Personally, I would do away with this staggered cam timing and the cylinder shutdown. Especially with your setup. I would measure the valve opening using a Dial Test Indicator, on both banks. You say you can’t adjust the cam timing, but you can if you remove the dowel pin? It took me nearly one week to adjust the 4 cams on my M119. But in the end I got them all within 1/2 a degree. Remember, the cam only moves at half crank speed, so 10 degrees crank is 5 degrees cam? Take time and keep us posted.

@JMSpeedshop 2 ай бұрын

Yes for sure i will remove the ZAS system . Will do different cams and double springs

@bernardwarr4187 2 ай бұрын

@@JMSpeedshop just one more thought, these original have a vacuum operated variable inlet manifold, what have you done to that?

@JMSpeedshop 2 ай бұрын

@bernardwarr4187 i have a seperate vacuum chamber outside the manifold

@fayobam_mech_tronics 2 ай бұрын

Could the dual spark system be causing issues. I think the factory settings uses both only at lower rpm/engine load and only uses a single plug at high rpm and loads.

@JMSpeedshop 2 ай бұрын

I dont thinks. I would only benefit the ignition

@ANDERZENAMG 2 ай бұрын

I somehow didn't even notice the ZAS system when watching you put the motor together in the earlier videos... Have you considered going twin turbo with the same size as current? What size do you think you would upgrade to if so? I'll txt you :)

@JMSpeedshop 2 ай бұрын

I have consider that but there is no room because of abs and SLS system . And downpipe on the driver side will be very tight

@bigqwertycat 2 ай бұрын

I'd love to open a shop in Oregon to upgrade the M113 to a rear mounted turbo system. Removing the exhaust, there is a huge amount of room back there for the a single or even twin turbo system. One of these days I'll do a cost analysis of parts, labor, tuning, RnD. Minimum goal: Faster than stock E55 0-60 Optimal goal: Faster than E55 with VRP Stage 2/3 tune. Destruction goal: faster than Whipple swapped E55.

@JMSpeedshop 2 ай бұрын

Nice. But dont forget s turbo system in the back also needs charging pipe to the front and intercooler.

@bigqwertycat 2 ай бұрын

@@JMSpeedshop of course. Immediate thought is to run a single exhaust pipe to the trubo, and a charge pipe to the front mounted intercooler. There would be adequate heat shielding to prevent the exhaust from heating the charge pipe. Twin plates separating exuahust tunnel. Coated exhaust pipes may be an option depending on cost. Will also benefit to prevent thermal energy loss before reaching the turbo. Luckily with rear mounted turbos, the length of the charge pipe can sometimes cool the air temp enough that an intercooler may not be necessary. My biggest thoughts are with tuning, dealing with the MAF sensor, flipping the intake manifold?, oil cooler for certain engines that don't have the oil cooler mounted on the filter, possible meth injection. Plenty of options out there for intercoolers, turbos, fuel pumps, fuel injectors, waste gates, BOV, oil coolers. Always sounds easier on paper than it is to actually though. I appreciate your input.