DV - I'm just SO FAR out of my depth with this datalogging/fuel injection stuff, but I think I'm slowly getting a grip on it.... It seems like every spare minute is spent thinking about what the next step is in building this car. I can't imagine how you can make a living out of building such specialised cars as the DV2. So many people I speak to that take on such specialised jobs invariably say they charged out a specific job at 25 hours, but they might have spent a further 40 hours just thinking about it!!! At least my thoughts are free - that's surely all they're worth
Scott - I'll get onto Hersh to see if we can organise something with the AZ gang. Sounds great!!! The Motec guy was speaking specifically about an engine dyno. They can put loads onto an engine that a chassis dyno operator could only dream of. I remember a guy that made twin turbo kits for Mustangs used to tear his hair out at guys putting their motors at risk by having them dyno tuned on Dynojet chassis dynos, rather than "Mustang" eddy current power absorption chassis dyno. Many guys had the same problems as you metioned, with the true road loads being significantly higher than the typical Dynojet can duplicate. In a forced induction application, this often resulted in lean motors and melted pistons/cracked ringlands/torched head gaskets etc. That's amazing how tyre traction can change your tune up!!! I hope I do get a chance to see your car