This is not Goldwing related but hey, its got a boxer engine, right?
We used my friends VW powered race buggy for testing.
The weather was about 60 degrees and windy but not a bad "work" day otherwise.
This is a slightly modified 1600cc engine. Compression is 12.5 to 1, using both 110 and 114 race fuel (they've tried both and so did we).
It has a custom camshaft but nothing too crazy done with the heads, valves, or crank.
Carb specs:
Carburetor was a Solex PICT 30 and a Brosol PICT 30. They've had carb issues with the Brosol and we ended up seeing awesome results once we tossed it out and put the Solex on.
The car was running "flat" on top and you could hear it stutter at high rpm all the way around the track. They changed main jets about 4 times...going richer with each change, but would give the same results. Installing the C5 made a huge improvement but then you could really hear the carb was not working correctly. In the end the new Solex worked much much better so we left it on the car.
We ended up with 160 main jets (the Brosol had 175 when we finally gave up trying to get more fuel).
Ignition specs:
I installed curves with the following max advance...37, 35, 32, 30
Rev limit was set to 6300 rpm but they told me these engines would never reach 6000 anyway, and if they did, the heads would blow up.
With the MSD or Compufire distributors they ran a max timing of 32. This is common and agreed upon "max" figures for this style engine.
They use single port heads, single carb, and a restrictor plate. Race fuel is required but octane can be any number. Most run 110-114 octane.
We started at 35 degrees of max timing, and the car really sounded nasty (in a good way). It pulled cleanly from the corners and was strong up until it bumped the rev limiter. WAIT...did I just say that? Yes, the car hits the rev limiter at 6300 constantly now. They told me that can't be right, but you can hear it plain as day between shifts and while under a load. There were times he had it against the limiter for over 4 seconds at a time!
Next we tried the 32 degree curve. That is what this engine previously used. Feedback from Jason was car pulled a little stronger from the corners and up hills but lacked the "punch" on long straights. He never went down to 30 degrees so I have no feedback for that. It was a fairly flat area with no big jumps so testing for extreme load was impossible.
As for the 37 degree curve, he didnt try that either. Jason felt it would be too much advance unless flying down a hill with a "no load" situation. The engine was freshly rebuilt after their previous electronic ignition failed. It fed 55 degrees of timing into it, and the car melted down a piston in less than a lap after it happened. Needless to say the engine tuner was nervous about over advancing the freshly rebuilt engine.
Next we are going to install a MAP sensor so the car can switch curves by itself. We will probably stay between the 30 and 35 figures, with a manual over ride for 37 (to be used only on flat or downhills).
We ran out of time. Installing the MSD back in the car was planned but never happened. We are going to try finding an affordable chassis dyno to compare the two. The engine tuners feeling was the car gained 2-3 hp. They make about 70-80 hp as it sits.
I will say this...at the end of the day Jason broke the track record by TWO full seconds (its a one mile course). It was a successful day of playing with the VW distributor.
Now to find me some fast sand rail customers!
We used my friends VW powered race buggy for testing.
The weather was about 60 degrees and windy but not a bad "work" day otherwise.
This is a slightly modified 1600cc engine. Compression is 12.5 to 1, using both 110 and 114 race fuel (they've tried both and so did we).
It has a custom camshaft but nothing too crazy done with the heads, valves, or crank.
Carb specs:
Carburetor was a Solex PICT 30 and a Brosol PICT 30. They've had carb issues with the Brosol and we ended up seeing awesome results once we tossed it out and put the Solex on.
The car was running "flat" on top and you could hear it stutter at high rpm all the way around the track. They changed main jets about 4 times...going richer with each change, but would give the same results. Installing the C5 made a huge improvement but then you could really hear the carb was not working correctly. In the end the new Solex worked much much better so we left it on the car.
We ended up with 160 main jets (the Brosol had 175 when we finally gave up trying to get more fuel).
Ignition specs:
I installed curves with the following max advance...37, 35, 32, 30
Rev limit was set to 6300 rpm but they told me these engines would never reach 6000 anyway, and if they did, the heads would blow up.
With the MSD or Compufire distributors they ran a max timing of 32. This is common and agreed upon "max" figures for this style engine.
They use single port heads, single carb, and a restrictor plate. Race fuel is required but octane can be any number. Most run 110-114 octane.
We started at 35 degrees of max timing, and the car really sounded nasty (in a good way). It pulled cleanly from the corners and was strong up until it bumped the rev limiter. WAIT...did I just say that? Yes, the car hits the rev limiter at 6300 constantly now. They told me that can't be right, but you can hear it plain as day between shifts and while under a load. There were times he had it against the limiter for over 4 seconds at a time!
Next we tried the 32 degree curve. That is what this engine previously used. Feedback from Jason was car pulled a little stronger from the corners and up hills but lacked the "punch" on long straights. He never went down to 30 degrees so I have no feedback for that. It was a fairly flat area with no big jumps so testing for extreme load was impossible.
As for the 37 degree curve, he didnt try that either. Jason felt it would be too much advance unless flying down a hill with a "no load" situation. The engine was freshly rebuilt after their previous electronic ignition failed. It fed 55 degrees of timing into it, and the car melted down a piston in less than a lap after it happened. Needless to say the engine tuner was nervous about over advancing the freshly rebuilt engine.
Next we are going to install a MAP sensor so the car can switch curves by itself. We will probably stay between the 30 and 35 figures, with a manual over ride for 37 (to be used only on flat or downhills).
We ran out of time. Installing the MSD back in the car was planned but never happened. We are going to try finding an affordable chassis dyno to compare the two. The engine tuners feeling was the car gained 2-3 hp. They make about 70-80 hp as it sits.
I will say this...at the end of the day Jason broke the track record by TWO full seconds (its a one mile course). It was a successful day of playing with the VW distributor.
Now to find me some fast sand rail customers!
3yxj3tq]
