I have posted many a thread on my transition issues for over ayear now and though I'd keep the saga alive.

In this chapter the GOOD GUYS WIN a battle!!!!

I recently went to road america and met Howard Coleman (great time there) and he was very generaous in letting me have some of his old sequential system parts that he didn't need anymore. That allowed me to start changing parts one by one to find the culprit to my transition problems (deep dip and slow overall).

To make a long story short, I was able to get a great improvement on my transition. I tried changing the TCA actuator and saw no difference, then I went on a solenoid swapping spree and finaly saw a great improvement. I wanted to do one at a time to determine the exact failure point but there was no way i was going to take the UIM off 3-4 times for each solenoid change. I changed the solenoids for the TCA pressure and vac, the CRV, and the CCV. I also routed the vac lines different so that there would be less chance of kinking, I saw 2-3 instances where it looks almost inevitable that the line was kinked or would kink as it softened under heat (and that could have solved many issues alone).

I did some tests and was very happy to see the results. Now my transition is quick and strong.....however, I knew it would not be that easy. There is one caveat about it, I get a perfect transition, but only on the first test pull (first time I make the system switchover), any pulls after that have a different and slighty worse transition pattern. See diagrams below:

Pattern of my first run on Saturday:


Pattern of my second and subsequent runs on Saturday:


Comparison of the exact lpace the pattern breaks down:


So in conclusion, I must have had multiple things wrong before because now it is much better, however there is still somthing off (and its not the TCA actuator since i already changed that) so based on the recovery line breakdown I think its the CCV valve. I will replace that next (have a spare now thanks to howard coleman) and see if the actuator is at fault. The next chapter in the quest for a perfect boost pattern.

...to be continued...

 

I noticed on your second run the slope of the boost build-up on your primary is lower as well. I'm not that familiar with the CCV valve though...could that also cause primary boost to build more slowly?

jds

 

good observation, that was probably beacuse I started at a lower rpm starting the run, like 2000 rpm, so it rose slower, where the other run i started at 3K rpm so it spooled up faster.

 

would temperature affect your second run?? i mean we all know that FD's tend to run better on the colder days. But once we get the temperature up... all other crap start to happen! (heatsoak, vacumm leak, ect...) Would installing some water injection system result in more consistency?? just a thought...

 

Nonsequentail and you won't have to waste your time with this crap..

 

Damian,

Does it do this pattern all the time...like if the water temp was 80, not 40 in the graphs, does it act the same way?

Tim

 

Cihuuy, a lot of the heat problems are just cracks opening up in solenoids and what not when the temp gets to a certain point. I'm pretty sure I've got one of those.

 

ill stick wiv my sequetials, thank you very much...

 

sorry, i should have noted that i have the temp scaled down so it was at 80-90 during the runs, i would fully warm up the car before the test runs, but never pushed to transition until the first test run was logged, so i dont think it is temp related. it is almost like a an actuator work fine the first time and then gets sticky after that. I will be checking the ccv today if i get time, first ill check the hoses to it (for kinking) then I'll try replacing it if i see the same inconsistent behavior