gemellocattivo.com

Nope. I just looked at one and they have threads in the steel all the way up and down.

I should mention that they are used on the 308 cam covers as well, but
I am not sure that they are clear cad on the 308's.

I understand that. I did an engine out, cams out, re-sealed everything, no service manual, major service on a Jag XJ220. Replaced fuel pumps and fuel cell.
I start at 6am everyday and I came in, did another system check and hit the start button. It all worked and I GoPro'ed the start up. But all alone, no one to ask questions, just me and my nerves.

Just film it for us.

_________________
Wade Williams
Master Ferrari Tech
Restoration Tech
Engine Machinist
Fabricator
Racecar Driver

Yup, pucker factor so high your ass will warp spacetime!

Somehow 14 O2 sensors seemed like a better plan in my head than it seems looking at 14 O2 sensors, bungs and connector in a pile on the floor!

Same for the box of 12 LS-2 coils....actually a box of 16 coils because they were sets of 8 so I guess that like project looks worse than it actually is . They are Chinese coils so I figured having 4 spares was probably a good thing.

The SS brake line also came so I should be ready there if I ever finish the brackets.

The WB needs a different driver than the NB; since these drivers are not installed in production ECU's, the use of a WB requires and external driver box. The box also includes the logic to deliver a 0-5V lambda output and a 0-1V NB "spoof" output that can go to a production ECU's NB input.
The NB sensors basically just require a 0.5V constant voltage source.



I think you've been in the skunk works too long
I can't imagine anything on a car that actually needs 200Hz data. 10Hz can capture momentary wheel spin events.
300ms is 3.3 Hz, but I thought O2's were quicker than that... is that the right number of zeros?



MoTeC uses their own CAN specification for the O2 boxes to talk to the ECU... so you end up doing a lot of bus sniffing to reverse engineer the packet spec. Since you have to buy a controller to do that... it's a better use of time just to buy two controllers and move forward.



That current number doesn't sound right... also, didn't Testarossas use distributors?



It's not just dwell, it's duty cycle. If you're running 4ms dwell on a 5ms cycle--80% duty--you may very well see 10A draw, but that's 12,000 RPM on coil per cylinder. The duty cycle and thus time averaged current draw will be lower at lower RPM... So far it sounds like Mark's pretty hesitant about going over 9,000.
At 1,000 RPM idle, the same 4ms dwell is only 6.7% duty.

I have working front brakes and I think the master and pedal ration will be fine. I also have working front wheel speed with a good looking signal on the scope, and I'm nearly to a working clutch. I took a detour to the clutch because I thought I could re-purpose the original rear brake line to the clutch and it seemed to work out pretty well...1 more fitting and the clutch should work.

I was able to re-work the adapter fittings that came with the master cylinders to accept the M10 metric fittings so that made things a bit neater which I like. I was also able to replace the original proportioning valve with a T bolted in the same spot, so again neat.

The rear brakes are going to be more work. I need to make the adapter brackets like I did for the front but I also need to add the new proportioning valve and parking master then run all new lines....lots to do.

Hey I like working in the dark, harder to see the mistakes
Oops, should've double checked that, ~20Hz cross count on zirconia sensors. The lab gear is more sensitive, tend to confuse them up.


Distributors just distribute the spark to each cylinder. The coils still doing the charge work.
The current draw comes down to 'period of time' instant values will always be lower as no two coils for example would ever be charging at the same time in complete cycle, however depending on cylinder count firing events and RPM there will be overlap. So for instant values it's based on the dwell cycle, but over the complete otto cycle at a given RPM it will be the total of all the coils amperage draw.



Duty cycle is a function of dwell, but we're splitting hairs here. We also have to account for the 'timing window'. Lets use 3k rpm as a point. So at 3k rpm there is a window of .02 sec per rev. The otto cycle is 720*. using sequential ignition we can use the entire otto cycle - yea! OK so that gets us up to .04 sec or 40ms for 720 degrees. Now lets say we want 30* BTDC timing. 720-30 = 690*. that's 38.3 ms of time left to charge the coil for the next event, however the laws of physics tend to get in the way and we need to account for the time it takes to build and discharge the magnetic field. That's tricky as it's specific to the coil construction and inherent properties. lets use an avg of 4ms. so at 3k rpm there is a window of ~34ms between ignition events for coil on plug sequential. waste spark is ~14ms. This highlights why a single large coil for even one bank can run into charge time saturation problems. Looking at the big old american V8's single coil, 3k rpm with 8 ignition events! poor coil is getting hammered!

Aww he's got to spin it out to the moon, what's the point of all the sensors then

Here's a good article covering sample rates and frequencies. The new automotive stuff samples at very high rates and data transfer is also fairly quick too. http://www.dataq.com/blog/faqs/really-n ... mple-rate/

The age of software and computers has made hot rodding very complex and expensive. Race cars are very specific bare bones data, still fairly complex but holds nothing to the daily driver that's a rolling living room. Esp now that integration with wifi, celluar networks and multi-platform comm.

The winning teams have massive data collection. The new motec I bought will do 2000 channels at 1khz each....if you pay for the logging license. Then there is analysis software you buy...and all the sensors and CAN transmitters to get the dat into the ECU......big money in race car data collection!

No doubt, my apologies for not being clear. Race teams utilize a staggering amount of data collection, it's just specific to the engine and chassis for obvious reasons. Now layer that with climate control, 'infotainment', EPA smog regulations, anti-theft etc.. and you can see that daily drivers are loaded with so much more.

I got to see some of the mclaren stuff, wow! BIG MONEY, massive amounts of data. I got to thinking, we're at a point where 'drone' racing could take over. The driver skill is getting shaved down little by little, I'm not knocking what they do at all, takes some big brass ball to haul round a circuit like that and huge amounts of talent. It's just with so much computation and servo assist tech now, the driver is a hold over. A fine line is always balanced between safety and tech. If I delve into my 'other' job there are "vehicles" that a human pilot simply cannot survive in due to the operating envelope, the pilot is now remote and even that is changing... didn't hear that from me..

Are you posting from area 51 or something ?!?