Drift course is still open though.

 

Drift course. Sofa king we todd it.

 

Update: I haven't forgotten. Work has been crazy the last 2 weeks or so. I'm planning on getting a baseline dyno run done in the next week hopefully once things lull before labor day. I want to record atmospheric conditions for the base line and do the after on as similar a day as possible to avoid confusion. I still plan on trying to run the baseline tune on the upgraded intake to see if afrs get lean. In theory if they do then we are making more power. Then I can optimize another tune and see the true difference.

 

So I know I have been slacking but work has been so sporadic the last few weeks I don't know if I'll get a couple days to really mess with this. Plus the clutch slave and master went out and a few other issues I took care of. Long story short I figured I would at least show a plot of my VE to get an idea what the curve currently looks like... Long story short it feels right... as shown below. Hopefully I will get back my rs232 adapter this week so I can tweak the tune a tad more, then schedule the base line dyno and see how accurately VE follows torque lol. For the hell of it I calculated power from torque too and that seems off more... Also shown below.

Torque is blue and orangeish is the power calculation. The hump at 2000 is just that... That area is hard to tune on the street simply because it generally pulls out of it faster than I can log it... Torque is about right, car feels pretty flat and pulls well in any gear and any rpm... The power I feel is different, probably flatter above 4500. The way PE commands I am a bit fatter up to 4500 or so and it leans out a bit up to 6500... My target is 12.8 flat.... it hovers around 12.5-12.8 up to that 4500 area and then tickles 13-13.1 right up top... Perfectly safe just interesting. In reality that hump at 2000 is flat and blends into that 2500 area smoothly more than likely. But if this is the case... I can't see porting doing anything but helping and the dyno data will (eventually) either confirm or deny that. Just figured that this is a good visual aid for now.

 

Id expect a similar curve, just more of it. keep us posted..love DIY port projects costs nothing but time.
Could be mistaken but I think I saw Buccaneer post he is having Edelbrock casting their Renegades now...has to be good.
RIP buddy. Sad losing old timers like him, CFI etc.

 

I am not sure if Edelbrock bit or not but he was trying..

As for Roy I had no idea. We had a long heart to heart a year or to ago discussing where we were in our lives and he loved that I was just getting started in the field and he was retired more or less and doing what he wanted. He is a great man and he will be missed. Not a lot of guys with his knowledge left.

 

Just a little update: Edelbrock IS dragging their feet for sure and I'm not sure if I want to pursue anything with them any longer. If this is what I can expect from a company like them, then I would rather go without. On another note, I'm waiting to see how you progress with your porting and was shocked to read about Hot Rod Roy, that sucks.

 

HRR passed??? That sucks!

Damn....that totally sucks.

 

I did some data logging last night. With the clutch issues I haven't driven it and have been nervous to. Well I had zero slip. I used EBL and a track timer app on my phone to double check the results. My first hit I 60 footed around 2.2 seconds. So bad. The best I could get on the street (damp mind you) with 13 year old tires was a 1.9 with a consistent 2.1. I only ran a couple passes out to the eigth but I was sitting around 8.7-8.9 with my best mph at 81. Most were hitting around 78 though.

Looking at my logs I'm not fully into the gas until about I'm through the 60 foot. 0-60 is varying widely from 5.2 to 5.6. judging by MPH vs rpms, the only gear it pulls hard through is first. I'm shifting around 5500, any higher it hurts time. That shift drops me around 4000 rpm in the next gear. Now what sucks is that that should be the torque peak of the cam I have but looking at the data I have doing 2nd gear pulls, mph tapers off its rate of increase above 4k. More than likely due to the stock intake. I'd say its pretty solid data because out of the 8 or 9 pulls I did aside from the times changing, mph was consistently within one or two... so I have some starting point now.

 

Get out the die grinder.

 

I'm going to try to take a bit more off the walls of the ported one before I install it. That should help. I'm going to try and pick up that extender someone posted too.

 

 

Just stumbled across this thread It's good to see someone hacking up the OE intake still
I'd like to see some pics of Dominic's extrude honed intake again, I know he posted some but it was probably 15 years ago.

My 2.20" TB are sleeved, I'm not sure why it was thought they were not. I managed to find some pics back from when I made them!

Here is a pic of one bored big enough to accept the sleeve, compared to an unmodified one on the faceplate ready to be bored.
You can see all the windows that opened up inside the bore.


And here it is with the sleeve pressed in and ready to be bored to final size.. And a 2" butterfly sitting there for comparison.


IMO they are too big and make the pedal too touchy off idle. It cruises at 65mph with 3% showing on the TPS.
I really want to go back to 2" and see if it loses power as I'm sure it will be nicer to drive.

While looking for the pics, I even found a pic of when I tried the Smokeyram SY-1!

 

Well that’s one mystery solved.

 

INdeed. I couldn't see how, if I windowed the bores at 2.03"...how you could go more than that and not.

Killer pics thought....awesome! I love seeing those kinds of pics from back in the day. Love it!

Nice to see you. posting on here too.

 

Looks like you were right Tom. I was sure Ben told me that they weren’t sleeved but clearly I got that wrong. We were doing dyno pulls at the time. The photos are a good record of exactly what went on.

 

So since I'm probably not getting a non foobar renegade. How much more should I go. I guesstimated where the coolant passage is... I'm not grinding out the floor transition to the mouth any more because I know with my luck it'll blow through and then if I JB it or something ill come out to a cylinder filled with water...

Looking at it it seems that much more grinding will result in expansions in the runner which is bad for flow. Right now the transition is smooth and tappered to the outlet. Ive ground a lot out to about 6 inches in then kind of blended the mouth from the other side in the inlet... I don't want to make it doggy wither though. Thing is wicked driving around right now... just loses out up top. The data logs don't really show it but the car seriously seems to stop pulling above 4500.

I know I'm still running 3.08s but I did crunch the numbers... guys running similar cams are running 15+ mph in the 1/4 but similar short track... it would seem above 330 is where the big problems come into play. Granted the only real comparisons I can make are to LT1 cars but I'd imagine the intake profiles are similar enough that cross comparing is doable. I can see a full second being available as it sits right now. Plus all my pulls I made in testing were up hill. (Enough it would roll back if I let off the brakes in neutral). I can see cutting 12.9s and mph in the 11x range. But does it get there on the intake and TBs the way they are now. I don't know. My data logs show DC are only upper 60s. I am running 22psi for fuel pressure though with it like 18 at idle. My cruising tps % is like 10 at 65. There's a lot more in it imo. The heads alone can support more.

 

Well, here's why I keep saying "GO FARTHER..." -like the old Isuzu commercial.

I ground the wee out of mine. I throughly enlarged the runners, grinding the floors, walls and ceilings...from head flange to runner mouth. I had a metric **** ton of grindings when I was done. I was proud. It made a big diff in performance and usable RPM range. I thought I'd gone so much further than most do (port matching and cleaning up) and I had. Then I saw what Jim (CFI-EFI) did to his intake. Ho....Lee....***.....I didn't grind nearly enough. He literally made his walls and ceilings PAPER THIN. So thin. He got damn aggressive on the floor too. Yeah, he "holed" the thing in like 8 different places, but patched it up w/JB and ran the thing for years, no issues. I can't recall for sure if he "holed" the floors or not...I don't think so, but he wasn't afraid to anywhere else, that's for sure. His runners were bigger than mine and I always wished I'd have gone further. Based on that regret, AND on that we know the thing is limiting/too small for most 350+ engines....I say, keep going.

 

Grinding the walls/ceilings as far as you can will result in runner mouths that are sharp edged. That's how Jim's were, though he tried to radius what little there was, there....they were sharp. I feel that you could solve that problem again, using epoxy to build a "lip" around the mouth each runner pair, rolling the edge of the lip seamlessly into the mouth of the runner....giving the mouth a radius'ed inlet where there isn't aluminum to do that. Tom/Bucc did that on the Renegade, but using aluminum. A brilliant idea, IMO. Copy that.

 

Further I go.