Hondanickx

Damn that co is really good ,isn't the limit 0.05 ?My stock cam even makes 0.02 .That's some good news that a Bisi level2 cam can even pass emissions.
I was kinda worried about that...

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Quote from Endyn:"The combustion chamber is a better shape than the DOHC.So don't chunk those 1.6 SOHC engines, they can make really good power. For a pure performance application, regardless of application, I'd choose the SOHC. No bull!"

rushi

Our limits (I suppose they're same in the whole EU) are: idle (<1000rpm) HC 100ppm, CO 0.50%. High rpm (>2000rpm) HC 100ppm, CO 0.30%. Lambda 0.97-1.03 and O2 <3.5%. NOx not measured. These are valid for "low emissions" car equipped with catalytic converters and lambda sensors, practically all cars of '90 and newer.

Yes I was worried about the emissions too, since I was unsure should I get Level 1 or 2 cam for my CB7 if I fix it back to road. Well these limits should still be mentioned to Bisimoto when ordering the cam IMO. Also take account I've RDX injectors and very precise engine management, those might help too. Well cat itself is very abused and actually the honeycomb has cracked.. Hell when I put Exospeed HC cam into D14, It took me some time to get it even running smoothly.. It was so rich that mix didn't burn and WBO2 indicated dead lean because the mix was not burning, and kept adding even more fuel.. My cat for sure did appreciate that

Yes there is still quite of an "rpm wall" at around 8k. I think my tach showed 8100-8200 once today. No ugly noises, just won't rev any more. My #1 priority is to lift the IM by 5mm now..

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Versatile Engine Management Systems http://www.vems.hu
D15 broken again!
Daily driver BB6

Hondanickx

Yes i think they are the same in the whole EU,i do not know the exact numbers but i guess it's 0.50 % at idle like you said.I hope mine gets under 0.50% at idle too

__________________
Quote from Endyn:"The combustion chamber is a better shape than the DOHC.So don't chunk those 1.6 SOHC engines, they can make really good power. For a pure performance application, regardless of application, I'd choose the SOHC. No bull!"

T-MacK

For the record I have passed emissions in Canada with Crower stage3, a Delta 272, and stage2 comp cam. Just in case anyone was intrested.

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Hondanickx

Originally Posted by T-MacK

For the record I have passed emissions in Canada with Crower stage3, a Delta 272, and stage2 comp cam. Just in case anyone was intrested.

What are the emissions in Canada ?

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Quote from Endyn:"The combustion chamber is a better shape than the DOHC.So don't chunk those 1.6 SOHC engines, they can make really good power. For a pure performance application, regardless of application, I'd choose the SOHC. No bull!"

T-MacK

Originally Posted by Hondanickx

What are the emissions in Canada ?

I honestly have no clue. I had my last one done over 2 years a'go and I did'nt hold on to my paper. And when I bought the EP last year I did'nt need one.
But for the record any built engine I have brought in for a e-test I ask for it to be tested as a "hotrod" status........guranteed pass everytime!

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jdlmodelt

Thanks so much to ALL of you especially the engine build details. My D16Y8 seems to be a bit of a weak runner and some day, when I have the extra cash, I want to put slightly (midstream) higher compression pistons in her to get a little more launch.

Thanks so much everyone for some excellent dialog.
James

solorexer

Originally Posted by rushi

I'm still running the old undamped modified D15 pulley at crank snout, because it has (well-working) Hall-sensor setup. I tried this new OEM-based trigger with VEMS when I got the engine assembled first time and had serious issues with it. Engine ran with two cylinders and all settings were correct AFAIK. So, I need to troubleshoot this more. Might be interference issue. Need to put the sensor in and scope its output.

Rushi,
Were you ever able to get the OEM crank trigger to work with your VEMS? I dont know if you shielded the wires that you ran to the crank sensor, but if you have ever pulled the OEM tubing off of the wires coming out of the sensor, there is a large amount of shielding from the factory. You can DIY by using the braid from household cable tv coax wire. Strip the outer shring tube and "push" it from the far end off of the inner plastic. Make sure to ground the shielding to a good chassis/engine ground. Below is a pic before shrink wrap of a sensor lead that I shielded.

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Fred
#78 EP
www.crxmotorsports.com

rushi

No I still haven't got it working. Well I only tried it once and haven't had time to play around with it. I once checked the sensor output with oscilloscope, it was very clean with no interference, ringing etc. Even the amplitude were really constant after the missing tooth. (I modified even 12-tooth trigger to 12-1 type).

Yes I know the OEM wiring is shielded (its mandatory for Variable Reluctance type triggers) and I use shielded microphone cable that's shield is grounded at the ECU's main GND point (star-type grounding into chassis near the connector).

I think it might be software/tuning/firmware issue that it didn't work. Well it "worked", engine was running OK other than it was missing spark from two coils (#2 and #4 IIRC). VEMS is unfortunately famous for some particular firmware versions running OK only with one(or few) particular trigger setups. I'm running Alpha-firmware and my setup (12-1 multitooth/missing tooth and camsync with COP) is pretty much the most extreme possible. Well Audis have the worst(three sensors and 135-tooth trigger[insane frequency]) but they also have the most development..

If I'd put dizzy back in, I could try to run it without camsync..

__________________
Versatile Engine Management Systems http://www.vems.hu
D15 broken again!
Daily driver BB6

1.5Slowmatic

any updates rushi?

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