Thread: Operation SR24VVL IN PROGRESS ONCE AGAIN

yesterday i re-shimmed the exh. valve clearances to kelford spec (.40mm). while the shims were out i examined the top of the valve stems, keepers and retainers. all looks normal to me. afterwards, took the bitch for a test drive...no changes.
i can think of 2 other things to try.
1. ensure good separation of the power and signal wires going to the 8969's
2.try taking the rpm signal from the distributor.
and if that doesn't work then...

I never had a problem running my 8969 from the distributor.

lots of b14'ers have had trouble with the rpm signal from the distributor (me included). friday i ran new wire from the tach output from pin 3 @ the ecu to the 8969's. initial in garage testing was positive. tomorrow the weather' supposed to be really nice, so the beast will get a street test for sure.

enough of this foolery. cam switching issue solved. took her for a huge grin inducing 200mile test loop (using 3/4 tank of fuel). i must say 6k and up is VERY nice indeed
think i'm gonna advance the intake cam a little more to bring the h/p peak a little lower in the rpm range. cuz right now she's screaming like a rotary to 8k. and beyond if i let her.
fyi....at a constant 65mph (3300rpm) oil pressure is 60psi, afr's are 14.6-14.7. with an ambient temp of 78*f the coolant temp is running 172*f.

Very nice man. Congratulations on staying patient and working it out.

Great to hear. So what is the final reason for the switching issue?

Yeah Buddy ! good to hear mannnn.

stratton.

the 8969's obviously weren't getting a clean/strong rpm signal. whether it was the solder joint behind the tach or emi from the adjoining power wires through the wheel well, i don't know. pick one, or both. this newest wire is run through the firewall at a different location and doesn't go through the wheel well at all. it's also crimped, not soldered.
plan is to get on the dyno before we leave for the convention on Sunday the 27th.

thats some good news, im so happy shes all good

first off, their printer sucks ass. i'm not gonna try to post the charts because they were nearly out of ink, plus the comparo i want to use (vs the n1's last year) is scaled differently i'm gonna call them to see if they will email me the two charts (overlayed would be cool) with the same scaling.
after reviewing them closely i gained like 6 whp/2.2wtq (sae corrected) peak. there appears to be more area under the curve down low, than up top, compared to the n1's.
the cam gears are set the same as they were with the n1's (+3/-2). we only played w/ig. timing & fuel. next time maybe +4/0.
to sum it up...the n1's are stilll a great bang for the buck with a setup similar to mine.



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