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4 minute(s) of a 66 minute read
5-29-2010
It was the BOV. Doubled up the spring in it and that problem is gone. Unfortunately just to be replaced by new problems.
To start, this new cooling setup is not working well enough in the transmission. Just to recap, back when he was having the problems snapping input shafts in the Rossler Glide, he ended up upgrading to the badass billet shaft. In doing so, with the pump configuration and the deleting of the oring grooves in the shaft, the trans fluid cooling circuit was bypassed. He ended up having to buy a transpan that you can circulate water thru. In an effort to not add ANOTHER current draw to the electrical system, he hooked up the transpan to the heater hose ports on the alternator. Unfortunately, it seems that those ports dont really have enough pressure to push thru the additional cooler/heat exchanger and the transmission pan. On top of that, I'm pretty sure that water is pre-radiator. Rosler can modify the pump to work with a DIFFeRENT badass billet input shaft. It's looking like that will have to be done. We are seeing 210* trans temps at the start of a pass and almost 250* out the back door. Even the starting line temp is too high and is causing the converter to behave erratically. Basically it is doing the opposite of what you want out of a converter in that it is tighter at launch than it is on the long end. The hot and muggy south florida weather that we are having right now does not help at all.
Next problem was the wideband sensor seemingly flipping out. It was reading 14.5 for 90% of the pass and then it would read 10.5-11.8 for a moment and back up to 14.5 again. At part throttle it seems to be working ok. For sure, 100%, it was not at 14.5:1 AFR. If anything, I believe that it is way rich. The other thing that I noticed is that the O2 correction would peg 25% for a sec or so and then would stop working for the rest of the pass. I noticed it on the second pass as the car seemed to lay over right after the 60'. The first pass was aborted as it was heading for the bumper. My theory on this is that the BS3 was seeing the bogus O2 reading, dumped maximum fuel correction for as long as it allows and then shuts correction off completely as some sort of safety against a bad O2 sensor. I really couldn't find anything else in the software settings that would cause this to happen or where it might be defined. We'll call the BigStuff guys on Tuesday and see what they say if a new wideband sensor doesnt fix the problem. Now, because this was our first decent pass in a while (due to the aforementioned BOV opening problem that we chased for the last few outings), we weren't about to pack it up. Besides that, the weather was very ify all day with scattered showers. Many people decided not to take their chances and the track was trying out some new sticky ****. This ended up working out great in that the track was empty and sticky. Like a private rental. We ended up deciding to shut off the O2 correction all together and wing it. For the third pass the flat spot was gone so we were headed in the right direction.
Then the relay for the IC pump failed so we had to wire it direct right before the pass. Between the hot transmission, hot and humid air, running rich and blind, we were able to make 5 or 6 passes and peel of a 7.99. Also got pretty close to 180 MPH. We got a ton of video that I am sure Steve will have up shortly.