Msiert's Black Spider Project

[msiert]

Thank's guy's

One of the most interesting part of this project for me is the Dual VVT's.

Steve explained it to me this way:

In general the exhaust VVT will come on at the higher RPM's and the intake VVT will come on at the RPM the cams are design to come on at. The VVT cams are assembled with 4 degree advance set for the intake and 6 degree for the exhaust. We'll just have to see how it goes on the dyno to determine the best setting. we have shims for 3 to 10 degrees for both cams. I believe the exhaust cam will need more advance at hi RPM to aid in getting the exhaust out more quickly. But, the intake is not so straight forward. At high rpm it is better to open earlier and also better to close later. And, midrange it is better to open later and close earlier. We'll just have to see which one makes the biggest difference in torque and power. At least we can program it to do whatever works best.
As a note we had to modified the power brake line to go under the exhaust VVT.

Here's some Pic's

[msiert]

The pistons are custom and lighten the final weight came in at 298 grams. Also the wrist pins will are lighten too. I'm really excited about this benefit since it has a lot of reliability implications as well as outright power benefits.

Sorry I can't post any Pictures of these.

[msiert]

I was thinking about a CR gear box and who better to build one then Steve Schwitters (Schwitters gear box) but with the street use I didn't think it was a good idea. But I did have the gears lighten.

[msiert]

When the engine was installed it was clear that the old coolent expansion/filler tank was not going to fit, the fuel rail was in the way. I ended up going to a race shop and buying a spun aluminum overflow tank.

[Green Dragon]

Thanks so much for bringing your project together in one thread like this. Very informative and inspiring for my own spider. It is strange that the VVT for the L-jetronic and Motronic cars are so different in operation yet so similar mechanically, granted solenoid activation of the piston in the motronic cars. My VVT was fully advaced by 1600 rpm which made it a no brainer for me to ditch it. Very cool that you can control yours for activation at any desired rpm points.

Thanks again Murray

[Duke58]

You'll be the benchmark for everyone who wants to build a real sleeper. Be ready...

[das]

Murray, have you taken it to the dyno yet? curious on output.

I'm sending you my 89 for a similar rebuild!

[msiert]

Thanks,

Duke58,
The whole idea was to not butcher up a S-4 Spider for the limited track use. It won't have the flare of a turbo but should have some get up a go to it?

Das,
Right now they are switching out the race ++ intake cam for a milder one. The new intake cam has to be profiled, set up for the VVT and installed before it gets on the dyno. I would guess that will take a couple of weeks maybe longer?

Also the Autronic's ecu was having trouble reading the 60-2 wheel along with the cam sensor. We needed to modify the crank pulley to have 2 teeth instead of 58 teeth so that the electronics does not get confused when the cam timing is advanced.

Murray

PS This is a once in a life time thing for me.

[Duke58]

Quote:

Originally Posted by Duke58 The whole idea was to not butcher up a S-4 Spider for the limited track use. It won't have the flare of a turbo but should have some get up a go to it?

[gtwhimself]

Gorgeous Spider! Unless it's too painful for you, would you share total $$$ of the mods with the rest of us?

[msiert]

Now moving on the Programmable FI system:

I knew with the changes I was doing that the existing Motronic ecu was not going to handle it and I started to look at piggy back systems, I found out that the one thing a piggy back system can’t do is change the factory programmed rev limiter which is set at 6,200 rpm’s and my engine was going to have a red lne of 8,000 rpm and a shift point of 7,500 rpm, this forced me into the stand alone systems. When the Dual VVT’s were added this narrowed it down to just a few to choose from in which I selected the Autronic’s SM2.

Here’s a short overview of the system: (I have the 1.92 version)

Features:
• Sequential operation for 2 to 8 cylinder engines.
• Eight injector outputs.
• Four ignition outputs (ignition expander available for up to 8 outputs)
• 3D fuel and Ignition maps.
• User defined up to 32 RPM and 16 Load sites = 512 sites.
• Eight auxiliary outputs other than fuel pump control.
• Auxiliary outputs can be defined for boost control, nitrous oxide, staged
• injectors, camshaft timing, AC, fan control, idle valve etc...
• Traction Control
• Flat Shift. (ver 1.92 & 1.93)
• Launch Control. (ver 1.93)
• Anti-Lag
• Data Logging
• Available with high current drivers if required
• AutoTune option available
• Compatible with Motec Dash

Here's the link:
Autronic Fuel Injection Accessories

[msiert]

Edit: Changed out the MSD 4 Disc Ignition (it fried) and installed an Autronic 500R Ignition in Sept. 2007. The Autronic ignition control box is housed in the silver cool tunnel on the left front side of the engine bay.

[ Autronic 500R:

A direct fire 4 channel Capacitor Discharge Ignition System available in single or multiple discharge models.

Designed for direct fire of engines up to 8 cylinders and 2 rotor rotary engines. It contains a pair of 2 output ignitions (two dump capacitors) allowing simultaneous ignition on 2 outputs for twin plug or split ignition application.

The trigger inputs are highly interference tolerant minimizing any chance of cross triggering of ignition channels. High efficiency circuitry ensures cool running and safe operation in hot environments.

This unit is capable of full ignition output power up to 18000 RPM and will function to 22000 RPM even in 8 cylinder applications.

Additional features:
Output power is selectable at 2 levels.
12 volt square wave Tacho O/P.
Low current ON/OFF control input.

100 milli joule (450 volts)
126 milli joule (505 volts)

CarTech, Inc.: Browsing Building & Tuning High-Perf Elec Fuel Injection[DOWNLOADABLE VERSION-COMPLETE BOOK]

The first picture is the shift light I'll have hooked up to the Autronic 500R.

[msiert]

Before the project this was the set up:

1. IAP's Sport Springs
2. Koni Reds
3. Chassis Stiffener
4. Adj. control arms (set at neg. 2 degree)
5. Rear poly kit from “Centerline”
6. Stock front and rear sway bars
7. No dedicated track wheels

On this project I did the following:

1. Switch out the Koni Reds for Yellows
2. Switch out the front 26 mm sway bar to a 29 mm (Alfaholic's)
3. Got some dedicated track wheels (Tire Rack "86" Escort wheels)


The track wheels are 15 x 7 Borbet’s with 205/50/15 Victoracer’s. For the street I have 15 x 7 Panasport’s with 205/55/15 Bridgestone PO 3’s

The Borbet's had a 35 mm offset and needed a 5 mm spacer to get a 30 mm offset that's reguired for a 15 x 7 wheel. Heres a pic of the spacer mounted on the hub.

[msiert]

Well I finally got a bolt in roll bar. The design idea's came from "Little Italian" and "60'sRacer" but I added an extra set of rear legs. The main hoop base plates are over the trailing arm's mounting points (The S-4 does not have a false shelf like the earlier Spiders so should help in adding stiffness to the chassis) along with the petty bar. I also contacted Russ Neely on the requirements and had the AROC Completion Code copied for the fabricator to make sure it was right. The bar will also let me on my local track which requires the hardtop on along with a roll bar that passes the broom stick test.

It's powered coated, has a diagonal bar, curved harness bar behind the driver’s seat with a straight harness bar behind the passenger seat, four rear bars mount to 2 points on the back wall and I did a removable petty bar that mounts to the top of the passenger side sill (at the front of the door) and the center of the hoop. The weight of the Bar is 52.4 lbs. not including the petty bar which is about 5 lbs.

I also got a pair of Sparco "Speed" seats and 5 point harness's. I had to replace the drivers side thick padded seat base with a thin one and have a custom tubular seat rail made up to get the leg room I needed and stay below the top of the bar. I will pass the broom stick test and I am not sliding down in the seat to do it (I am 6'-0" with most of my height in my legs). Plus the soft top goes over it and the hardtop too (gutted hardtop).

[msiert]

Here's a close up of the petty bar connection and some Pic's of the drivers drop pan seat frame off and on the Sparco "Speed" seat.

Race Seats:
I had to have the back of the driver's seat tilted up to get the seat further back for leg room and to keep my head in front of the Roll Bar. I am getting a thin pad made up for the bottom cushion along with keeping the one that came with the seat. Depending on how the bladder wears in will determine which one I use.