I have the EGR system working now and ready to start tuning. I decided to fix the front fender and drivers side door. Its not a FE mod but it will make me feel a lot better when I start driving it around.
All my extra time has been working on this project in hopes to break the
I also started drawing up on paper a belt drive drive-train that will run the drivers side axle. This will be used at freeway speed and help reduce the AWD and auto-transmission losses.
tranny cooler , a very big one , might lower temp of trans fluid and thus increase the boost of the converter , get a little more mpgs , also , which i think you said you have a computer so it might not be a problem , incresed throttle angle at low speed can cause tranny to downshift if it is electronic , or pressure control solenoid to command low pressure , cause it may work off of the map sensor or throttle control sensor , the engine computr wanting slip of the converter to increase accel hp
or if it has a throttle control cable it may need to be adjusted
Did some testing in the Seattle area. Now I'm going to have to re-think my drive-unit. After driving around I-5, I-405 and there tributes, I have realized that the "drive-unit" will have to enable and dis-able very quickly just to stay alive on these types roads. Or not even use it when in this type of traffic.
My drive-unit will be a very simple design for use during steady-state driving.
At perfect conditions I should net 10mpg in fuel mileage, for a total of 50mpg.
So now I have to ask myself is it worth it or not. For the sake of experimenting I say yes but it will take a lot of time.
1991 AWD Eagle Talon, auto transmission
Stock rods and stock thermal coated standard 1g pistons modified tops
Stock crank, with standard size bearings
1g ARP head studs
HKS 272 cams with crower springs
Modified Head with lean burn prechamber
Rear-Mount BW S400SX4-75x100mm ETT, Atmospheric Primary Turbo
1.32 A/R Turbine T6 Flange
Engine-mount EVO III 16G, Second Stage Turbo
DN Performance manifold with two Tial 44mm gates, FP O2 housing
Second Stage turbo with one 28mm internal waste gate
Primary Stage 60mm wastegate
TurboWerks Exa-Pump Electric Oil Scavenge Pump for Primary Turbo Return
Ebay God-Speed FMIC
1600cc/min FIC Injectors
Walbro 255 In-tank and Walbro255 Inline Fuel Pumps
92 Pump Gasoline with VP C16 mix
Transtar/IPT 5 disk front clutch kit in stock basket.
Transtar/IPT end clutches
double up stock flexplate
John Deere HyGard fluid
Foreign Muscle DSM (Transmission Control Unit) EPROM Upgrade
ECMLink V3 Speed density Data logger
AEM5Bar intake manifold pressure
AEM4Bar exhaust manifold pressure
That BW turbo is massive for a 2L engine, as in huge - how many hp is it rated for?
I thought the smaller Evo turbo would be the primary feeding the larger BW as a secondary but you've stated it the other way around. How does that work - not sure I understand the theory?
Also what is the theory re your lean burn pre-chamber? I've not heard of that before and can't imagine how it works.
I do like the idea of pre-heating fuel for lean burn, but think a cold fuel by-pass would be required the instant load came on. Not sure though as when we tested hot fuel we had no ecu control to play with it and simply notice lost hp with the factory ecu settings. Ultra clean emissions though.