Interesting that it likes Q16 but I am confused. Your earlier runs were with old C12 & BeNol. Then you changed to U4.4 which seemed to get lost in teh water trap and now we have Q16 plus Redline synthetic. We don't know what tests you ran but what changed, old fuel to fresh fuel, Benol to redline, C12 to Q16, main jet change from 220 to 300. That's a lot of variables. Did you also change ignition timing to take advantage of the Q16 or are we seeing clean fresh gas versus old stale water contaminated gas, or is it just the extra fuel that Q16 effectively uses to keep temperatures down?
How about fresh C12 with Benol and then with Redline back to back and fresh C12 to Q16 with the same oil back to back. Is it the oil or the fuel, fresh or stale....
Interesting that fresh C12 and Benol separated immediately. and also odd that fresh c12 with Maxima ran the same numbers as old C12. That suggests that the water content made no discernable difference to power or maybe the water compensated for stale fuel. Either way, it's important to have a clean repeatable baseline.
Q16 is really designed for high compression motors i.e running huge turbo boost and runs rich to push octane numbers higher. But it does have a lot of oxygen - almost 10% so that partly explains why it needed to be jetted up. I think VP says it needs to go up by 7% so 220 main plus 7% is roughly 240 main jet. Odd that it needed a 300 but that could be because combustion chamber temperatures were rising when it came on the pipe and for whatever reason, it needed the extra fuel to keep it cool. That assumes that 220 was actually the best jet for C12 with the weather you were testing at.
But before you go any further, what about U4.4 with Redline or Maxima? That would be interesting to see how it compares.
Maybe time to move to M5 and even higher CR and more spark advance.......
Don't be surprised if you find it wants more jet at the track than it does on the dyno.
Clutch assessment going to composite plates because the metal ones didn’t make it yet...wear on the clutch splines.
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Good to see the clutch held up. I wouldn't worry too much about the grey sludge, it's normal for an all-steel clutch and doesn't seem to hurt anything. If the current setup is working I'd stick with it for the time being rather than introduce a new unknown. Finish tuning first.
Into the sevens any day now with the nice cool dense air.
What is causing that double kill stumble each time you change gear? It doesn't sound like a double shift but sounds like a double kill - must be a zombie setting in the ignition box I guess. is the microswitch bouncing or perhaps double triggering the ignition system by any chance?
It's like it kills it when the microwitch momentarily changes status and kills it a second time as the button is released. That doesn't sound possible, but there's a definite double kill going on. Is the Kill on the Ground side or Power side of the Zeeltronic and is it possible to change sides? Accent has to be switched on a particular side and I don't remember now if it's the Power or Ground but it's particular. Not so sure about the Zeel, but BB should know.