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> Too hot of a plug?
Qarl
post May 22 2003, 03:03 PM
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How about pics of dog paws?


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Anton
post May 22 2003, 03:11 PM
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You need a dog to hold your camera? (IMG:style_emoticons/default/tongue.gif)
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Qarl
post May 22 2003, 03:15 PM
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Yes... only my German Shepherd can photograph my Porsche parts!

Why?... doesn't everyone have a picture-taking dog?
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Qarl
post May 22 2003, 03:17 PM
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Here he is protecting the "stash" of parts...


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Anton
post May 22 2003, 03:43 PM
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Nice dog. Nice stash of parts too with the GT flares and other goodies.

I can see the dog has assumed the typical stable photographer's position so that the camera doesn't move... LOL
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ChrisFoley
post May 22 2003, 03:49 PM
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QUOTE(DNHunt @ May 21 2003, 05:53 PM)


The NGK is certainly seeing leaner conditions with the system now running in closed loop correcting to 13.8/1 for a target AFR.

Thanks,
Dave

13.8:1 is definitely too lean for full power application. It may be close to peak power at that AFR, but too hard on the valves/pistons. Exhaust temps could be as high as 1450F running that lean

12.8-13:1 would be a better ratio. A bit rich of peak is much safer at WOT.
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Bleyseng
post May 22 2003, 05:24 PM
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I thought the factory WOT was close to 12.5 to 1 A/F mix if I remember right.

Karl, I have seen pics of dog bones before but thats a first, dog paws. Kewl

Oh, that is a spark plug out of my 76. Of course you can run the Bosch W7DTC in a 914. They run pretty good too.
Brad, do you have any dyno numbers for the different plugs?? Might be fun to do when the old dyno is running.


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Anton
post May 23 2003, 12:17 AM
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Now I am confused. Are we talking about the Bosch W7DC or W7DTC?
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Bleyseng
post May 23 2003, 08:32 AM
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The pic is of a W7DTC that was in my 76 2.1 914.
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Anton
post May 23 2003, 09:45 AM
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Geoff,

Thanks for the reply. I will try this spark plug. Your suggestion about dyno testing with different spark plugs sounds challenging.

Does converting to an electronic (or even multiple spark) ignition yield a gain in HP as compared to the stock ignition set up? I have never had problems with cold or hot starting, and my revised 1.8 L-jet engine (with new Euro pistons) runs strong up to about 6,000 RPM.

Anton
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Bleyseng
post May 23 2003, 09:55 AM
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I installed an MSD unit and didn't see much of an improvement. Others have. HP gains woud be maybe 1 hp.
I liked the triple tip plug but would be interested in seeing some dyno work done with it. I am going next week with DHunt so maybe I will bring a set to toss in if theres time.

Btw. On the type 4 the peak of the hp/torque curve is about 4500rpms so reving to 6000 your hp has dropped off 20+hp. On a stock 1.8 Euro version hp is 85 so you only have 65 hp at 6000 rpms. Shift earlier and you'll get there quicker

Geoff
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Jeff Krieger
post May 23 2003, 10:39 AM
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Why would you ever need a mixture richer than stoichiomtetric? Isn't the relevant chemical equation balanced when there is 14:1 air-fuel ratio? With less air wouldn't there be less combustion and therefore less power? BTW, page 1 of this thread was pretty funny!


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DNHunt
post May 23 2003, 11:13 AM
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Jeff,

The main reason we run on the richer side of stoich is for cooling. Running an air cooled engine at stoich probably woud lead to valve and piston damage. Most of what I have read indicates AFR should be around 13.7 and still richer at WOT.

My first post showed a plug run at 13.8 and Brad thought it was too lean.

Dave
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Bleyseng
post May 23 2003, 01:19 PM
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Yes, the air cooler cars run a richer charge for cooling, about 13.7to1 for partload mix and 12.5 to 1 WOT. This keeps the head temps down so you don't drop a valve seat.
Geoff
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Jeff Krieger
post May 23 2003, 01:23 PM
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Dave, here are the chassis dyno results for a Rennlist member's (basically) stock 2.0 motor. I was very impressed to see how the old d-jet could keep the air-fuel mixture close to 14:1 throughout much of the rev range. Please post the results of your dyno testing as soon as you get them.

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Bleyseng
post May 23 2003, 01:34 PM
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83hp is pretty good but I think he is running a tad lean if that is at WOT which most pulls are. Should have checked the fuel pressure
Geoff
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tod914
post May 23 2003, 01:39 PM
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(IMG:style_emoticons/default/wink.gif) ah so i guess 4500 rpm is the magic number to shift at <_<
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Bleyseng
post May 23 2003, 01:51 PM
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No, about 5000 so when you shift (the engine rpms drop) you are hopefully hitting the peak of the power curve at 4500 when you complete the shift. Try it out sometime.
Geoff
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Jeff Krieger
post May 23 2003, 01:52 PM
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QUOTE(tod914 @ May 23 2003, 12:39 PM)
(IMG:style_emoticons/default/wink.gif) ah so i guess 4500 rpm is the magic number to shift at  <_<

Somebody answered that question pretty well in a previous thread.

Would different tire sizes produce different chassis dyno results? For example, would a smaller circumference tire produces greater torque and therefore hp at the rear wheels? I guess because of the law of conservation of energy the curves would just be shifted, right?
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