They (EWP's) are very common here. They provide lower water temp on a circuit racing car. A few more horsepower, less complexity, less belts.
In my giulietta racecar an EWP made a great contribution to reduced temps. Often people fit flow restrictors to control the cooling. In the giulietta, I used a 13mm flow restrictor - that worked very well.
I am going to try to have some better insight into detonation (knocking, pinging.. whatever its called in the various geographies...)
so I have built this thing..
from autospeed.. its a knock listening device. - basically its a hearing aid modified for use for listening to engine knocking. I am going to use it to calibrate the 'generic' knock sensing device from MSD (on the dyno). It has an LED output that you can see in the car.
I have tested both the standard Q4 knock sensor and the MSD one with an oscilloscope, they both look to have similar output (and both appear to be working..)
does anybody know anything about how the standard Q4 knock sensor interfaces with the ECU data tables - would it be possible to control how much the ECU retards advance if it sees knocking?
cheers, jimn~
yes, it is possible. I'll send you later an e-mail.
If I remember well , in 101.05 IMMO bin file, the hex address is 004cc up to 0050b.
I think you're going for a state of art set up for your car, congrats.
Do you have any link for this 'knock alert?
Nick
nick.. here is the manual, its pretty simple. Its called an MSD 8964. It uses a GM piezo detector that is sensitive in the 5Khz range. It has a 1/4" BSP thread that I am still not sure how I am going to connect it to the Q4 block.
http://www.jegs.com/InstallationInst...1/121-8964.pdf
cheers, jim.
thanks Jim
Nick
Hi Jim,
The 16v Fiat coupes have the knock sensor fitted to the block rather than the head. I can't find a pic of the location but have a block I can look at tomorrow to see whats what.
Nik
Maybe its this hole here?? This is the hole I am planning on putting the external knock sensor in. It looks to be out of the way of essential things and 'unused' at least on my engine...
cheers - jimn~
workshop manual, posted by Steve at tech pages, has the 'Q4 engine' manual and it's easy to see the location of the oem knock sensor in the drawings!!!
Nick
@ Jim,
do you have the tech data {output voltage} of the oem knock sensor? It might be helpful for the hex address of the convertion volt to bit.
Nick
Then I will use that hole for my 'after-market' knock-sensor. I will need to have it converted to 1/4 BSP
Where does this wire go to? I remember cutting it because I could not get access to whatever it joins to when I removed the head from the block - and I remember thinking that I'd remember where it went to, but I cant
A/C pump
Yep! That's it ... I remember now.. Thanks!
In a world full of compromise...
...some don't.
___________________________
Opel Astra Sports Tourer 110HP 2017
Alfa 147 1.6 16V 120HP
Alfa 155 Q4 2.0 16V turbo
Hi Steve, welcome to the forum.. I'd agree with you as it seems logical but as wrinx points out in his reply quoted below there is actually a point where these values all cross over..Anyway to keep it simple I am using standard main bearings and standard conrod bearings. I have already checked the mains - they are 003 thou clearance. The pistons and rods actually arrive tomorrow - so I will check the rod bearing clearances then.
I had to pay GST on the rods and pistons today. Not pleasant...
Class A, B And C are all "standard size" bearings. That chart is difficult to understand, maybe the measurements are in relation to a measurement made from a control size bearing during assembly. From that measurement, pick the bearing class.
From what I understand, in simple terms, Class A will give more clearance than Class B which which will give more clearance than Class C and so on. So for whatever reason if your journal is slightly on the small side, you'll need to use a Class C bearing. If its slightly on the large side, you'll want to use a Class A.
Fiat do the same thing with pistons. Class A, B, C and D are all standards size pistons for a standard size bore. After you have measured the bores closely you pick the best fit piston to give the closest to optimum clearance. This would not be necessary if all the bores were exactly the same size but they will vary as they come off the production line and as they wear out over time.
In the aftermarket world its usually done in reverse. The pistons come off the production line in set sizes. Measure the piston and rebore the block to give exactly the correct clearance.
As far as the bearings go I too have only ever asked for the "standard" size. (Probably class A supplied) put them in the engine, measured the clearance which has been within spec and all is good. For the majority of engines that is probably alwasy going to be the case.
well, the wait is over!!! My shiny new forged rods and pistons turned up in the mail today! Now at last I can get the damn block bored to size and start the process of putting the Q4 back together! Boy those piston rings look tiny!!
congrats Jim, they look ok!!!
If I may say so, you could - should - ought 'weigh balance' them all {pistons, rods and as a complete set} at 100mgr {milligrams} - 0,1gr - although 5 grams difference is acceptable by FIAT.
I know 0,1 gr is too much and a pain in the a...ss job but in long terms you won't regrade it. You'll need at least two long weekends {days and nights} but this 'job' can make the difference for your car {engine}.
Sorry for giving you this advice although you did not asked it, but ...
Too many 'buts', but ...
Nick
all advice gratefully received, Nick!
What parts did you go for in the end?
Bookmarks