Finishing the racecar blog. Yes?

[Pat_in_L.A.]

I can sponsor you for one 12 volt challenge. I'll replace the sensor if it dies.

[Horsewidower]

Pat, do you have a pin-out for the sensor connector? I'd like to wire it this evening and can't find one.

Bob

[Horsewidower]

Finally found a diagram. Outside pins are either ground or signal, inside is, in all cases, Vref. The outside pins swap depending on year.

Bob

[Raven855]

I've been looking for an hour, where did you find it?

[Horsewidower]

Some obscure diesel site. forddoctordts

[Horsewidower]

Went over and visited another potential dyno operator. Evil Genius Racing in West Sacramento. $150 an hour with operator, $110 without. Mustang 250 dyno with steady state capability. A much newer system than Stu's with the full complement of sensors. It would be interesting to tune the car by ourselves but they think they can do a full fuel and timing map in 2.5 hours. For the extra $100 I'll take the security of having an operator. Told them I'd be looking at coming over there in about two weeks. I still want to try to calibrate the no and low load parts of the fuel map on our own. I really don't think we can safely calibrate the timing map by running it up and down an airstrip or dragstrip. At least not to the edge of detonation. I have a timing map from Fitz that I will probably load in and give a try, although I'll probably retard the map by 2-3 degrees. Fitz is an animal when it comes to his timing maps.

I'm still amazed at how much the idle cleaned up when I increased timing from 20 to 35 degrees btdc.

[Horsewidower]

By the way, I'm running the TW miata at llihrednuth on the 31st if Geoff doesn't blow it up on the 30th. I was going to run on the 30th and Geoff on the 31st, but he made the irrefutable argument that I blow things up, and he'd like to get a day in at some point. So far he's only been a bridesmaid, I blew up the Mustang when he was supposed to drive the next day (missed by 5 minutes), then at the LeMon's race the car let its fluids out on the track on the driver before Geoff's stint.

[Pat_in_L.A.]

Just a reminder about running on the dyno vs. real life conditions.

I had one of my engines in a dyno cell (engine dyno, not chassis dyno) for a whole month many years ago and learned a lot. We even worked with directing air flow around the outside of the engine. You can tune it so it doesn't detonate on the dyno, but it will likely do so under track conditions. If you want a real eye opener, after you think that you're done and good, try one last run with the supplemental cooling fans turned off. That should cause an epiphany. You need to tune it to survive the worst conditions, not the best conditions.

[Horsewidower]

Absolutely Pat. Mike Fitzwater told me that he spent a bunch of money on the dyno, only to have the car detonate like a cuban percussion band when it got to the track. Heat soak is a bitch. I'm going to wire in a couple of trim switches (like he did) so that we can trim some timing or fuel if we have detonation.

Dynoing indoors with supplemental cooling is a different animal than running on a 100 degree valley day with 130 degree track temps. Your point is well taken.

Bob

[Horsewidower]

Alright, I'm going in...

Bob Holmes is going to try and wire something up.

[Horsewidower]

Mitch, oh Mitch. This is about the time you would normally appear.

[Raven855]

Mitch, oh Mitch. This is about the time you would normally appear.

I'm not there to hold the meter! Let me run out to the garage and pick one up!

[Horsewidower]

Damn, meter shows no juice, Powerprobe shows no juice. Hmmm. Obviously had juice before to run the VR. I'm doing something wrong. Battery disconnect on, ignition on. Fuel pump primes.

[Pat_in_L.A.]

Mitch, oh Mitch. This is about the time you would normally appear.

He's probably hiding and acting like he's working or somrthing.

[Pat_in_L.A.]

Put a new 9 volt battery in the multimeter.