DDK - Die Deutschen Klassiker

hot66 wrote:changes to power / torque , fuel delivery etc with the reworking of the pump ?

thanks James, Neil thinks there's even more to come from the engine and the new pump should help with that
and make it more consistent at each power run. We where getting fluctuating results near the red line with the
previous spacecam as it was working right on the edge of it's profile, this one is ground to suit the higher rpm
that we're going to.

Crikey Mike this thing really is a benchmark not only for restoration but in utter commitment . Just "sick" to quote my boy...

andy

Hi Mike,

Which base model did you use for your new pump?

Thx
Martin

Martin, the pump I started out with was the 010 which is the one that's supposed to be the best for modification
due to the internal sizes of the casings I believe. Having said that, how much of it is still actually there...not a lot.

Per our chat at the Christmas dinner Mike, this is the exact spot where you'd sit, wait, listen, watch, and then be complete

As I work in Sutton in Ashfield I'm not entirely sure what 'be complete' means. Are tissues involved?

So back on the dyno for the last time before the engine goes in the car. The point this time to check the new mfi pump for
consistency in it's fueling at the top end, which the previous space cam wasn't giving us. An added bonus is that Neil has put
temperature sensors into each branch of the exhaust manifold so you can see straight away if you lose a cylinder, you can
see 3 of them here in the second picture, as well as the lambda sensor, top, into the megaphone.





All wired up with the extra sensors going to the overhead gantry into the control room. Easy to start now as the new pump is
complete with a cold start lever, once settled check the timing at idle.

With the new sensors as the engine warms you can now read the individual cylinder temps, here's an example on the control
room monitor where we've lost number 4 either due to fuel or spark and you see it straight away, it clears itself and then they
all settle at their operating temp.

Now that is cool Mike !

Mike, I always look forward to your project updates, it looks like you are getting close. I would love to see your car in action one day. Even better if it was in Italy.

What are the ordinary DDK folk going to entertain themselves with once your thread comes to its conclusion.

Keep the updates flowing and don't forget the camcorder for the first time she moves.

Kind regards.

Mike, lovely work as ever, I can only dream of having that kind of diagnostic capability. Where do the plug cap retainers come from?

Thanks guy's, I'm sure this technical stuff is not everyone's cup of tea, but it is all part of the build.

Anyway these latest tests were conclusive in that the engine now hits the 330hp pretty much each time, a phenomenal figure
when you remember the factory 'only' got the 315hp from their 3.0lt with the same compression ratio. So well done to Neil for
a fantastic engine build, not to mention my grinding, dremelling and hours of polishing doing the gas flowing and windage of
course

But Neil in the control room just couldn't leave it alone could he, seeing it's pretty cold outside with the snow blizzard having
just hit, he says let's turn the cell temp right down and see what happens.........



the theory being that cold air is dense therefore better effects the fuel/air mix, so we gave it another go with the intake temp
at only 12 degrees.......



I think I'm happy with that, anyone for ice racing!

Well done Mike/Neil, just shy of 350 bhp is pretty impressive.

342bhp. Should go ok

thanks Dougie and John, again remembering that the factory 3.0 litre race cars were putting out 315hp, our 330hp was amazing enough!