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I'll let the pics do the talking )))
The car itself (also sold as Vauxhall Astra VXR in UK). ![]() The engine (2.0lt turbo, very similar to the one found decades ago on the Calibras and Vectra A) ![]() Installation in process... ![]() Tank behind the front bumper (right side) ![]() Filling spout in the engine bay (behind the right headlamp) ![]() Pump behind the front bumper (left side) ![]() FAV in the engine bay (behind the left headlamp) ![]() Pump relay in the engine bay (left side, closer to the firewall) ![]() All wiring to ECU (injector, BCS) in the cable tray behind the rocker cover. All wires are behind the OEM plastic cover (taken off in the pic below). ![]() HFS-3 controller in the cabin, below the glove box, covered with an OEM plastic cover from below (plastic cover taken off in the pic). ![]() No good pic of the gauge unfortunately, will add later. A couple of pics of the first fill-up (used some vodka for the start - it's Russia, you know). ![]() ![]() Now, to the results. For me the reason for using WMI was an extremely aggressive map I had, too lean in the midrange and hence causing knock, ignition retard by ECU (as a protection mechanism, stable 9-12 degrees compared to base ignition angle) and eventually EGT over the roof (more than 1000C easily). With vodka (40% ethanol, 60% water) the knock didn't go completely and the peak ignition retard was not much lower, but the retards went rather sporadic, i.e. peak retards of 9-12 degrees are still in place but no prolonged retards under load. I suspect it may be also due to knock sensor hearing the noise from the exhaust or other tuned engine components - but will sure further play with the w/m concentration and HFS-3 setups. The important part is that with retards now being only sporadic my EGT went normal which finally made it possible for me to put the car on a rolling road. ![]() EGT after the RR session ![]() |
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