Help Me Tune the TT and get the most out of it...

your making progress, the jet change has improved things the plugs look better,ID richen up the primary jets to #78-or maybe even #80 at this point to partly compensate for the leaner secondary jets, you should at least in theory find all 4 jets should be within 2-4 size numbers, remember make only one change at a time so you can track the effect of each change as its made.
 
I think I found source of backfire. The water/meth tube blew off.
 
grumpyvette said:
your making progress, the jet change has improved things the plugs look better,ID richen up the primary jets to #78-0r maybe even #80 at this point to partly compensate for the leaner secondary jets, you should at least in theory find all 4 jets should be within 2-4 size numbers
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Roger that.
 
Fixed water/meth. Backfire gone.

Changing primary jets back to 78 now.
 
78/84

The primaries feel significantly more spritely.

Dipping into secondaries till 4500 rpm

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This is looking a bit white to me. Funny how this seems to be converging toward stock calibration 80/80.

Form 78/84 to 80/84?

(melts rubber at will in second)
 
yes it looks like you should kick primary jets up one more step to #80 and keep the # 84 secondaries until we see the result, your zeroing in on the tunes correct f/a ratio, a bit more tweaking should get you closer, remember a step by step approach detailing each change and recording results provides the most consistent and dependable results, if you make more than a single change you can screw up the results enough to get the wrong conclusions on the cause vs the the results
 
Indeed!!! And agreed: 80/84.

A bit late here - will probably do this on Tuesday if the weather holds out.
 
80/84

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Primary throttle response seems less crisp.

Hmmmm, it seems to like 78 on primaries in terms of throttle response.

I think I am going to bring it down to 78/82.

The water methanol tank -a gallon- is near empty. It must be spraying a hell of a lot immediately when seeing the first PSI of boost.

I'm thinking now that 78/82 is what it wants. WOT will be tuned using the alcohol controller and ignition curve. Let's see if that WIDE band O2 can start helping.
 
please keep us inform as to your progress
BTW I would suggest staying with the #80 front jets until after you swap to the smaller rear jets as both will read on the plugs and leaning out the secondarys may bring back the crispness, the primary jets are always flowing but the total fuel/air ratio is effected by both in this case, and you want to be a bit richer to reduce the potential for detonation yet get as lean as practical for power and mileage to keep the plugs burning cleanly, its a balancing act, that takes a bit of tweaking to get exactly correct.
every change made has an effect, and if you change the jets that may eventually require further initial or at idle ignition advance curve timing changes also, timing at idle might need to be retarded now from what worked with the richer fuel/air ratio,as the mix gets leaner
 
Weather has been crappy so I haven't been able to test this out further. It seems to like 78/82 + water/meth

I think the reason 78 works better than the sotck 80 is that I drilled out slightly the power valve restriction.

In the meantime I am replacing my torque converter lockup solenoid.

Still trying to track down where the oil leak is coming from - valve cover? Unclear!

I'll be taking this to a dyno soon - or the track in Bitburg in two weekends...

Will install the wide band O2 sensor soon.

D
 
Oil leak? where is the oil comming from?
Leaking valve cover is bad.. oil on the hot exhaust manifold = fire hazard.
 
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