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Old 05-02-2020, 13:33   #31
Steviej
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I had similar issues after changing to an EFR 8374, at 2.2 bar on my 2.3 stroker, we changed gaskets and studs to no avail, it was diagnosed as high cylinder pressures at low rpm due to the fast spool of the twin scroll turbo. Cured (so far so good) by using a Coopers type head gasket with separate inox fire rings.
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Old 05-02-2020, 14:15   #32
Lolo la Torche
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Thanks for your interesting feedback!

Is it possible to mesure cylindre pressure? I Will soon measure back ressure in the exhaust, but Inside the cylinders, it seems difficult to measure...Or is it the same test that we call compression test?

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Old 05-02-2020, 14:46   #33
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You would need to first calculate the dynamic compression ratio as opposed to the normally used static compression ratio calculation, as it is the boost pressure at low rpm along with long valve duration that fills the cylinder with more air/fuel to compress. You could use something like this possibly.
https://www.rbracing-rsr.com/comprAdvHD.htm
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Old 05-02-2020, 17:54   #34
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I'm surpized not to find many informations on the MLR about headlift on 4G63. Seems to ba a common Failure with high advances rates
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Old 05-02-2020, 19:16   #35
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Have a look at these, the first one is about the 4G63, the second explains the Cooper ring gasket, clever stuff

700lb-ft and 43PSI at 4,000RPM | 4G63 Head ... - youtube.com
m.youtube.com/watch?v=o3wGe2aU6SE


1000HP & 700lb/ft Of Torque | YB Cosworth King Julian Godfrey ...
m.youtube.com/watch?v=EivSsXxgiUg
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Old 05-02-2020, 19:35   #36
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Yes, already done

Thanks!
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Old 06-02-2020, 03:48   #37
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My money is on you running too much ignition advance with e85

how did you map the car? Rollers?
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Old 06-02-2020, 06:36   #38
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This is also what my mapper thinks.

We mapped it on a dyno with corrections after logging on road and track.
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