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This damage was caused by nothing more than an out of tune engine, or a mechanical failure somewhere up stream....Be it a starving carb or wacked out dizzy.

This can be avoided with good instrumentation.

As for a conversion, the TIV can provide 160BHP and be driven without issues like this, if it is done right, with the right recipes.

Jake Raby
Raby's Aircooled Technology
www.aircooledtechnology.com

Quote:

Originally posted by Jake Raby
the TIV can provide 160BHP and be driven without issues like this, if it is done right, with the right recipes.

Jake Raby

It was the butter, wasn't it?

M

Quote:

Originally posted by bernbomb914
I would think you would dial in your set up before you go racing with a test session where you can give your guages some attention? we used tpo have the driver run a hard lap then coast in so we could read the plugs, but that was before you had all this equipment.

Bernie

This WAS a test session. You think I can have the track to myself, Bernie? Oh, no. Not at $3500 for a week day. You will always have some traffic. Besides, you DO have to look at the track. It goes by pretty fast at even the speeds these cars can do. I rode in a Z06 with an instructor which was regularly hitting 140. He was a busy man. You need a setup from the dyno, me thinks. I went out there right out of the box. I relied on advice for jetting. Funny how when you go back to your sources, they say, "Oh, well if you do this (race gas), or this (larger venturis), you should have gone 3 sizes larger. Thanks. I know that now.

But, in the end, Jake is right. There is an isolated problem. Just haven't been absolutely sure of what it is. A few therories and a few improvments will eliminate most problematic sources.

At this point, if I had to bet, I would say that:
1. The fuel pump was inadequate
2. The main jets were too small
3. The no. 1 main jet picked up a bit of debris in the float bowl and clogged.

That's a lot to be/go wrong at once.

Evidence shows that if the no. 1 piston hadn't burned, it would have been just a matter of time (short) that something else would have failed.

While we were blowing engines "testing", we put a video camera and recorder in the car so we could watch the guages. At Willow, the only time the driver had a chance to read was on the straight unless he was being gunned down.

I've gotta chip in and agree with Milt and Ron...instrumentation isn't gonna do squat in a "test" environment like this. 125° track temps and pedal-on-the-floor speeds the whole lap.

I have been advised to get a 914-6 triple gauge in the main dash panel just to make it that much more feasible (split-second) to look at my instruments: I currently have VDO gauges in the radio area. At a buck-ten and higher you just don't seem to have time to stare at the dash much...

Of course a dyno environment seems to make a whole lotta sense. Anybody know of a good, affordable dyno around here BTW? I need to do some serious carb and ignition tweaking one of these days.

Sorry again about the meltdown Milt. Hopefully next time out will be cooler and less expensive/frustrating!

Chris; I just used a dyno shop in Reseda on Hart St. Strictly Dyno (818) 345-3121. $75 for three pulls with a printout of each.

Thanks Andy, that's not bad at all and pretty close to home too!