The next job is to get the work on the chassis finished:
- The fuse/relay board needs to be redesigned
- A cover for the new unit then needs to be made
- The AC lines need reworking (easier with no engine, but of course needs the engine in at some point, so that I can make sure it clears the air filter)
- Traction control…everything….the front hubs need to be removed so that timing wheels can be mounted, the “top hats” need to be drilled for the HE sensors. All parts need plating or anodising.
- Chassis harness needs to be re-installed...
- ….at the same time, plumb-in an extinguisher and run the lines through the cabin to the engine bay
The engine needs a few jobs as well
- The inlet tract needs coating
- The inlet tract bracket and the front IC bracket both need replating (or making in aluminium, depends how I feel on the day)
- A Fuelab 515 fuel pressure regulator needs to be bought, mounted and plumbed-in, then set to whatever pressure we used for the mapping.
- Check the head stud nuts
- Check/set the valve clearances
- Make "good" some of the harness reworking that was required; Simon was really working at a crazy rate on Thursday, so some finishing work to make the reworks as nicely finished as the rest of the loom just need to be done, now that we’re off the dyno.
Once the engine is in place and the car back to being roadworthy, I’ll be driving it up to Steves for a lot of drivability mapping work, the kind of stuff you simply cannot do on a dyno, it needs things like road junctions, stop/start throttle application, light throttle loads, etc to fine-tune the map. From what Steve was telling me, you can literally spend weeks at the low end of a map, refining it and messing about, but of course you need to draw the line somewhere and decide where you start to not notice the changes. Some very crude “how does it feel Dave?” blipping of the throttle pedal on the dyno showed an engine that picked up extremely well with no (discernible) hesitation. I guess the overall mapping and light 964RS flywheel are the contributing factors here, but again, it validates the eGas experiment, showing that the reworked code that MBE quickly sent us during the week (to increase the power levels to the throttle body) had delivered absolutely.
Once the car is drivable again, then we can start to look at building traction control maps. The latest version of the MBE 9A9 ECU has some hardware changes that enable even more advanced control algorithms in the TC code. Of course, I'll have this latest version of the 9A9, as I'm now going to continue to run with a magnetic/inductive crank sensor. This isn't something that can be configured in software, it's hard wired into the circuit board design.
We also need to extrapolate the core 1.2bar maps to create a 0.6bar, 1.0bar and 1.3bar settings.