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tneker

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  1. #55 Udder Chaos neon team had a fun weekend despite having our share of issues. This was the first outing after going to megasquirt and we had some sync issues appear mid-day Friday. Changed the voltage to crank sensor from 5 to 12v and issue went away. Saturday morning we discovered the alternator was shot as we went to move the car to grid. Got the alternator changed and out on the track to catch the back of the field just prior to track going green. Had a strong first stint and then we struggled with the alternator again and then fried a clutch. So again after spending the middle of the race in the paddock changing the clutch we got back out to get some laps for all the drivers and see the checkered flag. We were happy with the lack of rain on Fri and Sat, setting some new fast lap times for our car at RA, and once again for the camaraderie of the teams in the paddock near us. Looking forward to Gingerman, seams way too far away!
  2. Well this sucks, 1000 subscribers is a lot. So I tried to make this easier to subscribe to each other. This link is to a google sheet with all of the team and links I could find on this thread. follow this link to google sheet and make sure you are on the list and then make sure you are subscribed to everyone on the list. Pass it around. https://docs.google.com/spreadsheets/d/1kQQjwEkPn5cRGceihh0lbXpsFtZW0mdvY5076C8wBAE/edit?usp=sharing
  3. I'm sure I am just overlooking something obvious, but when are our comments due by?
  4. No EGR on this particular version of the Chrysler 2.4 engine. Typically don't tear down after only 24 hours, so maybe just a perception thing.
  5. 2.4 DOHC out of a PT Cruiser. No EGR, and crankcase vent is one line to a catch can. Will look at also using the other valve cover port that is currently just plugged.
  6. I'm still at the wiring diagram phase so can't confirm the correct approach. My understanding is what is important is that the wideband and the ECU share the same ground.
  7. Now that I have already cleaned up some carbon build up on pistons and in exhaust ports from what was less than about 24 race hours I can't take any pictures to make my question more meaningful. Long story short, I was surprised by the amount of carbon build up after less then 24 hours of racing on a fresh build. We run about 12.8 AFR at WOT and idle may be around 13.5 on a port injection dual overhead cam 4 cylinder. What are your experiences, is that typical given the conservative AFR? Is WOT or idle a bigger contributor to build up?
  8. Isn't the water what lubricates the bearings for the pulley and vane assembly? I'm not positive but I could see this being worse with our cars with limited corrosion protection in our cooling systems I am assuming things get pretty rusty inside over the winter.
  9. With the speed differential we have between the high HP cars and the momentum cars I don't know that I would participate if Champcar ran the kink. Ok, I probably would, but I wouldn't enjoy it as much as.
  10. Oh boy, this list is way longer than I care to admit Dodge Neon failures over ~ 5 years, maybe 12 to 14 race weekends Race ending failures include a frowning face When we first started we found the obvious stuff, timing belt broke on a well used motor, burned up brakes until we found the right combination of pad and cooling Early on we also had a serious of clutch issues, probably either too cheap of aftermarket parts or poor installation alignment We found all the weak link MAP, crank and cam sensors at one time or another We have had our share of axle failures (like Drew mentioned, lack of plunge travel available) ๐Ÿ˜ The number one frustrating issue that has plagued us has been transmission failures - either missed down shifts (poor heal toe) or just plain over heating causing input shaft needle bearing failures. With a spare you can get back on track but you will lose a good 2 hours, less if you are super motivated and efficient, more if you are frustrated about yet another trans failure. We have had to replace wheel bearings under green flag conditions until we found the right PM schedule ๐Ÿ˜ We had trouble keeping engine cool on one particularly scorching hot august day and blew a head gasket ๐Ÿ˜  Fried OEM ECU with no spare ๐Ÿ˜  Thrown rod from low oil pressure from debris in oil pickup We have been super fortunate that we have not had any contacts that have ended a day (knock on wood)
  11. I have had good luck with this OTC leak down tester https://www.amazon.com/OTC-5609-Cylinder-Leakage-Tester/dp/B0030EVL60/ref=sr_1_1?crid=1FKXJV09XGKXL&keywords=otc+leak+down+tester&qid=1550581508&s=gateway&sprefix=otc+leak+down%2Caps%2C243&sr=8-1 Instructions right under lid of carrying case.
  12. I think I finally got the new wiring diagram for transition to megasquirt to the 95+% done state.
  13. What? The stuff you learn about from these forum posts.....
  14. Not sure if you were talking cheap engine diagnostic borescope or the even cheaper usb camera borescopes, which is what I have. I have this one and have used it to peak at top of piston and cylinder walls via spark plug hole. https://www.amazon.com/gp/product/B00JERRES6/ref=oh_aui_search_asin_title?ie=UTF8&psc=1 The image quality is ok, the biggest issue is it is not like a typical diagnostic borescope that is a bit easier to manipulate. I think you could likely attach it to something more rigid that would allow manipulation, but I was always a little hesitant as I didn't want to get the "head" trapped or wedged on the wrong side of spark plug hole. here are some images I was able to capture with it
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