Knock Detector from knock tek

 My post today is regarding knock tek detector. it functions to provide indication and also can be used to send signal for ECU to alter ignition map when knock is detected. but this item should not be used to tune ur ignition timing on the road especially because it may register knock up to 6000 rpm only. so it is better to tune ignition on load bearing dyno machine to see any small changes on engine torque in order to tune ur timing.

 i mounted it on roll cage temporarily used to provide me any indication of knock during track racing. if it registers any knock then i just have to slow down the car.

 it also can be hook up with shift light to perform as knock indication.

Proper way to install adjustable rear camber or toe

 After torn or damage of 'tulang anjing' i change to adjustable toe, and this will reduce the stress on the strut by removing the stock chambered bolt. How ever during installation i see that it requires to do some modification. Lets take a look at the picture below it got a hole in oval shape, this will move the bolt position when the car under stress or vibration and u might loose suspension rigidity.

 What I did? I took the used washer from cambered bolt and drill a hole  to suit standard bolt that u r going to use.

 below is the end after using the drilled washer, and tighten it up.this will hold the strut more firm to the chassis.

Securing intercooler piping

Had you ever experience blow out or loose of intercooler piping? here one of the idea on how to secure the piping during high boost. i used a lock wire for the attachment.

 

 something to note is that these are not really a good clamp the piping as they are not provide uniform pressure at all area, so care must be taken to ensure leak at high boost.

 locking the intercooler piping to turbo outlet housing.

 intercooler to throttle body

 at one time I had the turbo flange bolt came loose. then i used lock wire to prevent them from rotating to open direction.

 these are the bolt and required to drill a hole

 then wire them up. since that i had no more loose bolt and piping.

suspension system inverted monotube

 Today i'm gonna share my suspension or adjustable absorber use for my incoming track racing. I choose inverted monotube with adjustable body shift. This suspension is not used by pro but suit for my own use. monotube is the large shining portion which provide stable movement and heavy duty to the system. it is also equipped body shift use to adjust the vehicle height.

 i used 10kg spring rate for the front and rear. i wish to go more than this but 10kg is most suitable as it caused less spinning or grip during corner exit.i had tried the 12 and 14kg, which is good for cornering but when comes to acceleration it is the worst traction ever.

 together with copy of greedy pillow ball for camber adjustment.

 DNA Damper kg/mm is and old brand of suspension with body shift, coz i only had a few info about it from the internet.

valve float symptom

 What is valve float? u can ask mr. google.
    Briefly   it can lead your engine to miss fire normally happen caused of numbers of reason examples:
    increasing rev limit, changing to bigger or faster spool turbo, inadequate valve spring press, higher cam shaft lift and a lot more.
 how to identify the valve float?
    I not the expert of identifying the symptom but i just share on what happen to me.
          -on dyno graph (blue line) u will see the oscillation line indicate miss fire. when this is happen mostly people will start to look at the ignition problems by changing and testing the spark plug, plug gapping, coil,  leads, wiring, and exciter box ect.. the thing that i notice was what ever you change or test the oscillation line/ missfire will occur at the same rmp. in my case @ 5300. the power from here suppose to be increasing but it couldn't.
           - after testing ignition components then go for testing stock camshaft together with stock valve spring. Most of the cases on 4G93 the valve still float but only after 2 or 3 dyno run. in another word, the valve float symptom happen during 'hot' engine temp (hot means normal operating temperature).
           - Another one more to confirm the valve float is, when removing head gasket. If you have correct tools you can change the spring without removing head gasket, but i you do remove then inspect the combustion area. there is a possibility of having a 'carbon wash out' near the valve to cylinder wall area. carbon wash out is a clean surface that wiping out some black carbon  in combustion area. base on Mr. google it should happen on intake valve but in my case it happen on the exhaust valve area, it shows that the valves were running hotter.

On 4g93,How to over come this problem?
        there are few option examples like changing valve spring to higher rated, adding some shim underneath, using beehive spring, dual valve spring ect.. it is difficult to find for 4g93 dual spring and beehive because of different size of valve stem lock, evo stem and 4g93 stem/retainer are not the same even though the springs can be interchangeable. if you want to do so then look for 'COMP cams' as it provide stem dimension that suite your engine.
       Below is the valve spring comparison  between 4g93t stock, JUN 4g93, BC evo, stock 4g67

 

surprisingly I have to change my JUN  valve spring. it is because of inadequate spring pressure base on JUN website take alook at evo spring press.

                evo spring press  =  26mmkg = 53lb@ set load

              4g93spring press   =  not mentioned,but according at 4g93 manual, stock= 58lb@set load

so stock 4g93 spring is stiffer than evo JUN spring? how about JUN 4g93 spring?

 from above picture we can see that stock 4g93 has more coil than JUN 4g93. but both have similar spring rate pressure.

 above are JUN 4g93(left) vs BC evo

 Stock 4g93 vs BC evo. why i choose BC evo spring?
         coz of difficulty in finding tomei 4g93 spring alone and expensive i choose BC coz of price and srping pressure stiffer than other brand. Also the dimension is just a bit bigger by 0.5 mm still can suite stock retainer. base on rough calculation BC evo on 4g93 set load can be around 94- 104 lb load. equivalent to dual valve spring pressure .

 0.006 inches is the limit for checking coil bind to prevent any binding that can cause serious engine damage. but after checking the BC clearance i got way2 more space.

RACE PEDAL BOX

 it a pedal normally used by most rally's cars. By using this i can remove the original servo,it will be routed via a steel braided line with 3.2mm.with this also the 2 master pump will be operated by single pedal. one pump for the front brake and one for the rear.

 the throttle lever had been mod to suite my cable

 diff in size of master pump. i use 0.75 for clutch and rear brake

 i use Garling master pump got it from UK, size 0.625 for front brake. why? coz a pascal law..

 bias bar for adjustment front and rear brake, and i u look closely on left bias bar there is an electrical connector, that is for brake switch for rear brake light.

 3 reservoir for clutch and brake.

 3.2mm steel braided teflon hose.

 original hand brake had removed. and using drift style lever.

 'Tee for separating left and right brake

 say bye2 to the servo brake....

another picture of floor mounted race pedal box after installation and lines routing. another benefit is that i had to move the driver seat further back which can manipulate the C of G during weight transfer or into cornering. in order to do this i also require quick release steering